REPORT 


ON 

I 

Shipping  and  Ship-Building 


/ 


THE  MANUFACTURERS’  ASSOCIATION, 
THE  BOARD  OF  TRADE,  and 
THE  CHAMBER  OF  COMMERCE, 

OF  SAN  FRANCISCO, 


BY 


CASPAE  T.  HOPKINS,  GEOEGE  C.  PEEKINS,  ANDEEW  CEAWFOED, 
CHAELES  L.  TAYLOE  and  OHAELES  B.  STONE, 


Joint  Committee  of  the  three  Associations. 


Adopted  by  Resolution  and  ordered  Printed  December  30th,  1884. 


SAN  FRANCISCO: 

H.  S.  CROCKER  & CO.,  Printers  and  Stationers,  215-219  Bush  Street. 

1885. 


jUL>SUlJ)  oXiL/y 


CONTENTS. 


W 

CN> 


■$ 

A 

lj? 


SHIPPING. 

PAGE. 

The  Coasting  Trade  of  the  Pacific  States 5 

The  Foreign  Trade 6 

Value  of  Pacific  Coast  Shipping  compared  with  other  States  and  the  Union  7 

Decay  of  American  Shipping  in  Foreign  Trade 7 

Why  our  Flag  is  disappearing  from  the  Foreign  Trade 9 

Wealth  of  the  United  States  compared  with  European  Countries 11 

Railroads  and  Shipping  compared 12 

The  Bounty  System 14 

Congressional  Inaction 17 

Bounty  is  not  Subsidy 18 

Results  of  former  Agitation 19 

The  Dingley  Law 20 

Free  Ships 23 

Recommendations  to  Congress : . . . 25 

Possible  Results  of  the  Free- Ship  Policy 26 

The  South  American  Commission 28 

Interest  of  San  Francisco  in  developing  Foreign  Trade 29 

SHIP-BUILDING. 

/ 

Statement  of  Vessels  over  50  Tons,  Sail  and  Steam,  built  on  the  Pacific 

Coast  from  1860  to  1884 33 

Description  of  the  “Union  Iron  Works,”  South  San  Francisco 34 

San  Francisco  Whale  Fishery 43 


938858 


4 


APPENDIX. 

PAGE. 

‘A.” — Statement  of  United  States  Tonnage  from  1850  to  1883,  inclusive.  46 

‘ B 1.” — Statement  of  British  Tonnage  built  from  1879  to  1883 47 

‘B2.” — Statement  of  British  Tonnage  lost  and  destroyed  from  1879  to 

1883  48 

‘ B 3.” — Statement  of  British  Tonnage  classified  in  Lloyd’s  Register  1884  49 

‘C.” — Exhibit  of  the  World’s  Tonnage  of  Sailing  Vessels 50 

‘D.” — Exhibit  of  the  World’s  Tonnage  of  Steam  Vessels 51 

‘ E.” — Statement  of  Comparative  American  and  Foreign  Tonnage  in  the 

San  Francisco  Foreign  Trade  from  1868  to  1883 52 

‘ F.”- — Proposed  Act  to  encourage  Ship-Building  for  the  Foreign  Trade. . 53 

‘ Gr.” — Proposed  Act  to  Promote  the  Building  of  American  Iron  and 

Steel  Steamers 54 

‘ H.” — Proposed  Act  to  Establish  a Department  of  Commerce  and  Navi- 
gation and  define  its  Powers  and  Duties 56 

‘I.” — Statement  of  the  entire  Tonnage  built  on  the  Pacific  Coast  from 

1860  to  1883,  per  United  States  Reports 62 


REPORT 


ON 

Shipping  and  Ship-Building. 


To  the  Manufacturers  Association , the  Board  of  Trade,  and 
the  Chamber  of  Commerce  of  San  Francisco  : — 

Your  committee  appointed  September  22,  1884,  to  prepare 
a report  on  “ Shipping  and  Ship-Building,”  beg  leave  to 
respectfully  submit  the  following: 

The  Coasting  Trade. 

The  Coasting  trade  out  of  San  Francisco  being  protected 
from  foreign  competition  by  the  navigation  laws,  and  by  the 
physical  peculiarities  of  the  coast  from  the  competition  of 
large  Eastern  vessels,  except  in  the  trade  to  Puget  Sound  and 
Portland,  has  thriven,  until  our  coasting  fleet,  ocean  and  inland, 
now  numbers  714  enrolled  vessels,  aggregating  180,167  tons, 
without  counting  189  licensed  vessels  under  20  tons.  As  this 
tonnage  includes  steam  as  well  as  sail,  we  estimate  its  average 
value  at  $40  per  ton,  which  exhibits  a capital  invested  equal 
to  about  $7,200,000.  This  trade  is  now  suffering  from  two 
causes:  low  freights,  induced  by  overproduction  (and  conse- 
quent low  prices)  in  the  lumber  trade,  which  is  its  principal 


» 


6 


employment,  and  the  maintenance  of  high  port  charges.  It  is 
impossible  for  vessels  to  make  any  money  by  bringing  lumber 
from  Puget  Sound  at  $4  per  M,  and  coal  from  Seattle  at  $2 
per  ton,  while  wages,  wharfage,  dockage,  stevedore  charges 
and  all  other  port  charges  are  kept  up  to  the  rates  that  were 
considered  fair  when  those  freights  were  $10  and  $5  respect- 
ively, and  on  other  voyages  in  proportion.  Moreover,  the 
growing  substitution  of  steam  for  sail  vessels  has  an  increas- 
ingly depressing  effect  on  the  building  or  purchase  of  sailing- 
vessels  as  additions  to  our  local  fleet.  Our  building  of  sailers 
has  for  some  years  been  confined  mostly  to  barkentines  and 
schooners  suitable  for  the  lumber  and  coal  trade.  It  is  not  to 
be  expected  that  more  than  this  will  be  attempted  in  the 
immediate  future,  for  iron  or  steel  steamers  are  what  commerce 
now  requires  in  the  coasting  as  well  as  the  foreign  trades, 
except  for  coal  and  lumber,  and  our  future  building  must 
necessarily  be  limited  by  the  demand. 


The  Foreign  Trade. 

The  registered  tonnage  of  the  Pacific  Coast  numbers  280 
vessels,  aggregating  144,468  tons.  This  is  credited  on  the 
Custom  House  books  to  the  following  districts : 


Vessels.  Tons. 

To  California 192  115,114 

“ Oregon 9 8,637 

“ Washington  Territory 74  20,627 

“ Alaska 5 90 


280  144,468 

Valued  at  $30  per  ton,  these  represent  a capi- 
tal of  f $4,334,040 

Add  capital  in  Coasting  Vessels 7,200,000 


Total  capital  invested  in  shipping  on  the 

Pacific  Coast  of  United  States $11,534,040 


7 


Proportionate  Value  of  Pacific  Coast  Shipping. 

Comparing  our  tonnage  with  that  of  the  whole  Union,  at 
the  close  of  1883,  we  find  that  we  own  : 

In  the  coasting  trade,  6J  per  cent  of  the  whole. 

In  the  foreign  “ 11 J “ “ “ 

In  both,  7J 

The  following  comparison  of  the  relative  interest  in  ship- 
ping of  the  Pacific  States  with  that  of  several  of  the  other 
ship-owning  States  and  of  the  Union  will  he  interesting  to 
parties  concerned  : 


Population.  Tonnage.  One  Ton  to  Population. 

* Pacific  States  in  1880 1,114,568  327,565  1 ton  to  3 T%  persons 

Maine 648,930  533,791  1 “ 1£ 

New  York 5,082,871  1,175,208  1 “ 4J 

Massachusetts 1,783,085  442,010  1 “ 4 

Pennsylvania 4,282,891  290,647  1 “15 

The  United  States 50,155,783  4,235,487  1 “ 12 


From  which  it  appears  that  Maine  only,  of  the  States  quoted, 
has  a larger  interest  in  shipping,  in  proportion  to  population, 
than  the  Pacific  States ; that  our  interest  is  greater  than  that 
of  either  of  the  great  shipping  States  of  New  York  or  Massa- 
chusetts ; that  it  is  nearly  five  times  that  of  Pennsylvania,  and 
nearly  four  times  that  of  the  aggregate  population  of  the 
United  States.  In  other  words , it  is  far  greater  proportion- 
ately than  our  own  ship-owners  are  aware  of,  and  it  is  of 
sufficient  magnitude  to  command  the  respect  of  Congress  and 
the  country,  to  say  nothing  of  our  own  Legislature,  could  the 
men  who  control  it  be  only  brought  to  associate  themselves 
together  for  the  combined  assertion  of  their  rights  and  the 
united  and  persistent  urging  of  their  claims. 

Decay  of  American  Shipping  in  Foreign  Trades. 

The  widely  known  facts  of  the  gradual  decay  of  American 
shipping  in  the  foreign  trades,  and  of  the  corresponding  growth 
of  foreign,  especially  English,  tonnage,  are  shown  in  the  ap- 


* United  States  Census  for  1880  and  Report  on  Commerce  and  Navigation  for  1883. 


8 


pendix  to  this  report.  For  the  details  of  American  and  British 
tonnage,  see  our  tables  marked  A and  B,  taken  respectively 
from  the  U.  S.  Report  above  quoted,  and  from  Lloyd’s  Register 
of  British  Shipping ; also,  the  tables  marked  C and  D, 
compiled  by  Mr.  I.  E.  Thayer,  agent  of  the  Veritas  at  this 
port,  from  the  Repertoire  Generate,  showing  the  relative 
growth  of  steam  and  decadence  of  sail  tonnage  of  England, 
America,  France,  Germany,  and  the  world,  from  1879  to  1884. 
We  also  produce  in  our  appendix  a table  marked  F,  prepared 
by  Mr.  J.  A.  Coolidge,  who  was  for  many  years  the  Secretary 
of  the  Merchants’  Exchange  Association  of  San  Francisco, 
which  shows  that,  notwithstanding  the  great  preponderance 
of  foreign  shipping  employed  of  late  years  in  the  trade  of  the 
United  States,*  American  tonnage  entering  and  clearing  at  San 


* Note. — Nationality  of  tonnage  entered  at  seaports  of  the  United  States 
from  foreign  countries  during  the  years  1856  and  1883  respectively. 


Year  ending  June  30, 


Nationality  of  Tonnage. 

1856. 

1883. 

Increase. 

British 

. . 935,886 

6,775,526 

5,839,640 

German 

..  166,837 

1,126,113 

959,276 

Norwegian  and  Swedish  . . 

..  20,622 

694,240 

673,618 

Italian 

. . 15,677 

417,728 

402,051 

French 

. . 23,935 

376,890 

352,955 

Spanish 

. . 62,813 

254,422 

191,607 

Austrian 

1,477 

147,848 

146,371 

Belgian 

200 

327,539 

327,339 

Russian 

40 

71,950 

71,910 

Dutch 

. . 16,892 

165,976 

149,084 

Danish 

5,838 

98,954 

93,116 

Portuguese 

4,727 

19,493 

14,766 

All  other  foreign 

. . 14,819 

49,497 

34,678 

Total  foreign 

..1,269,763 

10,526,176 

9,256,413 

Total  American 

. .3,194,275 

2,834,681 

—359,594 

Decrease. 


359,594 


Aggregate 4,464,038 


13,360,857  8,896,819 


Proportion  of  American,  British  and  Foreign  Tonnage  in  U.  S.  Trade. 

American  % British  % Foreign  % 


1856 71.56  20.97  28.44 

1883 21.22  50.71  78.78 


[From  U.  S.  Report  on  Commerce  and  Navigation,  1883,  p.  lxv.] 


9 


Francisco  has,  from  1868  to  1883,  comprised  more  than  half  of 
the  whole.  But  in  this  connection  two  facts  must  be  borne  in 
mind : 

First.  That  so  far  as  our  grain  export  is  concerned,  few 
American  vessels,  wherever  owned,  would  be  engaged  in  it 
were  it  not  for  the  protection  our  navigation  laws  afford  to 
the  “ coasting”  trade  between  American  Atlantic  and  Pacific 
ports,  which  accounts  for  the  excess  of  959,096  tons  in  the 
departures  for  foreign  ports  over  the  arrivals  therefrom  at 
San  Francisco,  as  shown  in  the  table. 

Second.  That  hardly  any  of  the  American  tonnage  engaged 
in  our  grain  trade  is  owned  at  San  Francisco.  It  is  in  the 
Cape  Horn  trade  to  and  from  San  Francisco  that  Maine  deep 
sea  tonnage  is  principally  employed,  this  being  almost  the 
only  voyage  left  in  which  large  American  wooden  sailers  can 
be  used  with  even  a hope  of  profit,  while  this  hope  is  being 
gradually  supplanted  by  the  certainty  of  loss,*  owing  to  Eng- 
land’s recent  overbuilding  the  demands  of  the  world’s  trans- 
portation with  her  splendid  iron  and  steel  vessels,  principally 
steamers. 

Why  Our  Flag  is  Disappearing  from  the  Foreign  Trade. 

The  striking  contrast  shown  during  the  past  twenty -five 
years  between  the  growth  of  British  shipping  and  the  decay 
of  the  American,  is  shown  by  David  A.  Wells,  in  his  little 
book  entitled  “ Our  Merchant  Marine,”  published  in  1882,  and 
in  his  several  articles  in  the  North  American  Review , to  be 
mainly  due  to  the  working  of  free  trade  in  England  as 
opposed  to  protection  and  other  legal  obstructions  in  the  United 
States.  Our  argument  in  defense  of  the  same  theory  as  to 
the  effect  of  the  tariff'  upon  our  shipping  may  be  condensed  as 
follows : 

Owing,  in  great  measure,  to  high  tariff  in  the  United  States, 

* Note. — Many  of  the  largest  and  finest  specimens  of  American  wooden 
vessels  have  been  laid  up  in  San  Francisco  for  one  to  three  years  for  want  of 
profitable  employment. 


10 


domestic  manufactures  have  increased  from  1850  to  1880,  as 
shown  in  the  following  extract  from  the  census  of  the  latter 
year : 

CAPITAL.  HANDS.  WAGES  PAID.  VALUE  OF  PRODUCT. 

1850 $ 533,245,351  957,059  $236,755,464  $1,019,106,616 

1880 2,790,272,606  2,732,025  947,953,795  5,369,579,191 

But  of  all  this  enormous  manufacturing  product,  the  amount 
exported  was  in  1883  only  *$194,954,182,  or  the  insignificant 
fraction  of  three  and  one-half  per  cent  of  the  whole,  the  re- 
maining ninety-six  and  one-half  per  cent  being  consumed  with- 
in the  country,  where  alone  the  high  wages  and  general  wealth 
largely  resulting  from  the  tariff*,  have  enabled  the  people  to 
pay  remunerative  prices  for  articles  too  expensive  to  be  profit- 
ably sold  abroad  in  competition  with  the  cheaper  conditions  of 
manufacturing  elsewhere. 

So  of  agriculture,  whose  increase  in  capital  invested  between 
1850  and  1880  was  as  $3,967,343,580  is  to  $12,104,001,538 ; 
and  against  whose  product  of  $2,212,540,927  in  1880  we  find 
an  export  of  only  *j*$685,961,091,  or  thirty-one  per  cent,  of  the 
whole,  the  balance  being  consumed  within  the  country,  and 
in  a protected  market. 

But  the  value  of  1,269,681  tons  of  American  shipping  in 
the  foreign  trade  estimated  at  $30  per  ton  (it  consisting 
almost  wholly  of  sailing  vessels,  among  which  are  very  few 
new  ones),  does  not  exceed  $38,090,430 — the  net  revenue  from 
whose  employment,  after  deducting  expenses,  may  be  safely 
placed  at  nothing  at  all ; for  our  small  remaining  fleet  is 
occupied  merely  in  the  attempt  to  earn  expenses,  an  attempt 
that  would  long  since  have  been  abandoned  were  it  not  for 
the  traditions  of  the  past,  and  the  hope  of  better  times  in  the 
future. 

The  figures  given  in  the  census  of  1880  are  attacked  by 
the  Metropolitan  Industrial  League  in  their  elaborate  pam- 
phlet, prepared  by  Charles  S.  Hill,  in  1882,  for  the  informa- 
tion of  the  Congressional  Tariff  Commission,  as  being  far 
below  the  truth.  This  pamphlet  gives  the  following  statement 


*U.  S.  Report  on  Com.  and  Nav.,  1883,  p.  xlvi. 
fib. 


11 


as  the  real  value  of  our  manufacturing  and  agricultural 
product  from  1850  to  1882  : 


Manufactures. 

Agriculture. 

Value  Product. 

Increase 

PerCent. 

Value  Product. 

Increase 

PerCent. 

1850 

$1,019,000,000 

1,886,000,000 

4.232.000. 000 

8.000. 000.000 

Not  given.  * 
Not  given. 
$2,448,000,000 
7,500,000,000 

1860 

85 

1870 

123 

1882 

90 

200 

If  these  figures  be  accepted  as  true,  then  our  exports  of 
manufactures  fail  to  reach  1^  per  cent  of  the  production,  and 
only  9 per  cent  of  our  farm  produce  reaches  a foreign  mar- 
ket ! 

Comparative  Wealth  of  the  United  States. 

The  pamphlet  just  quoted  gives  the  following  statement  of 
the  financial  condition  of  our  country  as  compared  with  the 
others  indicated : 


Percentage  of 

Wealth.  National  Debt.  Debt  to  Wealth. 

United  States $55,000,000,000  $1,800,000,000  .0327 

Great  Britain 45,000,000,000  3,800,000,000  .0833 

France 40,000,000,000  4,000,000,000  .10 

Germany 25,000,000,000  90,000,000  .0036 

Russia 15,000,000,000  2,000,000,000  .1333 

Austria 14,000,000,000  2,000,000,000  .1430 


From  which  it  appears: 

That  we  are  altogether  the  richest  of  these  six  nations. 

That,  excepting  Germany,  we  owe  least,  in  proportion  to 
our  ability  to  pay. 

It  seems,  therefore,  that  by  the  operation  of  our  exclusive 
tariff,  we  have  so  stimulated  our  internal  resources,  as  to  be 
almost  entirely  independent  of  foreign  trade;  so  that  Ameri- 
can merchants  are  no  longer  found  in  foreign  ports  ; American 
shipping  is  no  longer  engaged  in  foreign  commerce,  and  as  if 
for  want  of  these  interests  to  protect  abroad,  the  American 


12 


navy  no  longer  exists.  By  the  silent  but  unremitting  action 
of  the  tariff,  the  manufacturers  and  farmers  have  unwittingly 
absorbed  the  ship-builder  with  his  thirty  dependent  trades, 
and  the  ship-owner  with  his  officers  and  crews.  For  the  mar- 
ket of  the  manufacturer  and  farmer  is  within  the  protected 
country,  but  the  increase  in  the  cost  of  building  and  navigat- 
ing a ship  caused  by  the  tariff,  carries  with  it  no  increase 
in  the  income  of  the  property.  So,  the  American  ship  is  sent 
out  burdened  and  crippled  by  American  law,  to  be  helplessly 
slaughtered  by  her  free  trade  and  cheap  labor  competitors  in 
the  open  market  of  the  broad  ocean  ! 

Railroads  and  Shipping  Compared. 

To  place  this  antithesis  in  a still  stronger  light,  wdtness  the 
following  figures : 

The  value  of  stocks  and  bonds  representing 
railroads  within  the  United  States,  in  1883, 
as  given  by  Poor’s  “Railroad  Manual,”  is.  . $7,195,471,311 


The  R.  R.  freights  earned  were..  823,772,924 

The  numbers  of  tons  transported 400,453,439 

The  numbers  of  passengers 289,190,783 

The  value  of  merchandise  transported  esti- 
mated at  $25  per  ton $10,000,000,000 

But  the  value  of  the  American  shipping  in  the 

foreign  trade  as  above  quoted  is  only $38,090,430 

*The  tonnage  of  American  vessels  entered  in 

1883,  from  foreign  ports  was. . . 2,834,681 


Total  value  carried  by  vessels  of  all  nations : 

f Imports  , $723,180,914 

J Exports 804,223,632 

$1,527,404,546 

§Of  which  only  21.22  °/Q  was  carried  in  Ameri- 
can vessels,  or  the  value  of 


* U.  8.  Report  on  Com.  and  Nav.,  1883,  p.  lxv. 
t Ib.,p.  277. 

X lb.,  p.  xlvi. 

§ lb.,  p.  lxiv. 


$324,115,244 


13 


Of  passengers,  American  vessels  carried  but  few,  the  Atlantic 
passenger  trade  being  entirely  in  the  hands  of  foreigners. 

The  Tariff  Cannot  be  Reduced  merely  to  Benefit 

Shipping. 

Bearing  now  in  mind  the  enormous  values  of  the  protected 
industries  within  the  country,  as  compared  with  the  insignifi- 
cance of  the  shipping  interest,  which  being  outside  of  the 
country  is  unprotected;  and  remembering  that  the  causes 
which  have  built  up  the  one  are  the  same  which  have  pulled 
down  the  other,  it  is  apparent  that  to  restore  the  shipping  by 
the  abolition  or  great  reduction  of  the  tariff,  would  be  like 
buying  pennies  at  $20  apiece.  It  would  be  “ paying  too  dear 
for  the  whistle.”  All  the  present  magnificent  fleets  of  Great 
Britain  do  not  equal  the  value  of  one  month's  production  of 
our  factories  and  farms ! With  two  months  of  that  income 
we  could  pay  $100  per  ton  for  all  the  shipping  in  the  world, 
and  have  more  than  six  hundred  millions  of  dollars  to  spare! f 
We  are  not  likely,  therefore,  to  change  the  financial  system 
which  has  made  this  nation  the  Schest  the  sun  ever  shown 
upon,  even  for  the  sake  of  owning  all  the  vessels  in  the  world. 


+ Note.-- At  the  values  given  by  the  Metropoli- 
tan Industrial  League,  our  yearly  manu- 
facturing product  reaches $8,000,000,000 

And  our  farm  produce 7,500,000,000 — $15,500,000,000 

One-twelfth  whereof  is  $1,291,666,666,  which  is  $39,683,866  more  than 
$100  per  ton  for  England’s  whole  fleet  of  12,519,828  tons.  At  present  her 
shipping  is  not  worth,  on  an  average,  more  than  half  of  $100 per  ton,  £9. 10s. 
per  ton  being  the  price  now  asked  for  building  new  iron  sailing-vessels  on  the 
Clyde. 

Two  months  of  the  above  income  equals $2,583,333,332 

The  shipping  of  the  world,  per  “Repertoire,”  (see  tables  C and 
D in  appendix)  amounts  to,  steamers,  6,675,230  tons; 
sailers,  13,010,879  tons  ; total,  19,686, 109  tons,  at  $100  per 
ton 1,968,610,900 


Balance  to  spare 


$ 614,722,432 


14 


But  in  view  of  the  overproduction  which  of  late  years  has 
resulted  from  the  stimulus  of  the  tariff",  and  now  makes  the 
attainment  of  foreign  markets  indispensable,  as  the  alterna- 
tive of  shutting  down  our  factories  and  mills;  in  view  of  the 
possibility  of  foreign  wars,  in  which  we  must  have  the  advan- 
tages of  abundant  shipping,  numerous  sailors,  well-equipped 
ship-yards,  and  trained  ship-builders,  or  find  our  coasts  and 
cities  at  the  mercy  of  foreign  enemies  ; in  view  of  the  nation’s 
welfare  in  peace,  and  safety  in  war,  some  mode  of  reviving 
our  shipping  must  be  devised  which  will  not  disturb  the 
other  industries  of  the  country.  The  treatment  of  this  inter- 
est must  be  as  exceptiondl  as  its  circumstances  and  conditions. 
The  alternative  is  our  inevitable  abandonment  of  the  high 
seas,  except  as  the  employers  of  foreign  tonnage. 

The  Bounty  System. 

Contending,  as  we  do,  that  the  property  and  revenues  of 
the  American  ship-builder  and  ship-owner  in  the  foreign  trade 
have  been  indirectly  confiscated  by  the  Government  for  the 
benefit  of  all  the  internal  industries  of  the  country,  we  believe 
that  in  deference  to  the  American  principle,  that  “ private 
property  shall  not  be  taken  for  public  use  without  just 
compensation,”  Congress  is  under  the  clearest  moral , if  not 
legal  obligation  to  make  this  business  once  more  possible  by 
taxation  of  the  interests  that  have  been  so  enormously  enriched 
at  its  expense.  Precedents  for  such  enactments  are  to  be 
found  in  abundance  in  the  history  of  our  own  and  other 
governments. 

The  Ftshing  Bounty. 

Thus  it  may  be  remembered  that  in  the  earlier  days  of  the 
Republic,  when  the  determination  to  contest  the  dominion  of 
the  seas  with  England  was  a dominant  idea  with  our  states- 
men; the  fisheries  were  looked  upon  as  a school  for  American 
seamen  of  such  importance  as  to  require  special  encouragement 


15 


by  direct  payments  from  the  treasury.  Accordingly,  at  the 
very  first  session  of  Congress,  in  1789,  an  act  was  passed 
offering  a bounty  of  5 cents  per  quintal  for  dry  codfish,  which 
was  increased  from  time  to  time  till  it  reached  30  cents  per 
quintal;  a corresponding  duty  being  meanwhile  levied  upon 
all  foreign  fish  of  the  same  class.  This  policy  was  not  aban- 
doned until  1846,  and  even  now  special  enactments  are  in 
force  allowing  the.  refunding  of  duties  paid  on  foreign  salt, 
when  used  in  the  fisheries. 


British  Bounties.  . 

Old  ship-owners  need  not  to  be  reminded  of  the  sums  paid 
for  a short  time  by  our  Government  to  the  once  famous  Collins 
line  of  steamers,  the  withdrawal  whereof  caused  the  failure  of 
that  enterprise;  nor  of  the  sums  formerly  paid  to  the  Pacific 
Mail  Steamship  Company,  whose  only  perquisite  of  this  kind 
of  late  years  has  been  paid  by  colonies  of  Great  Britain.  Nor 
need  students  of  nautical  history  be  informed  that  the  steady 
and  uniform  patronage  of  her  merchant  steamers  by  England 
(in  contrast  with  the  fitful  and  inconsistent  course  of  our 
Government  toward  American  steamers)  has  given  her  at 
length  almost  a monopoly  of  steam  navigation.  We  quote 
from  the  Chamber  of  Commerce  Journal  of  New  York  for 
November,  1884,  the  following  figures  showing  the  sums  paid 
by  Great  Britain  to  British  steamers  for  carrying  the  mails, 
and  the  consequent  growth  of  her  steam  marine: 


Years. 

Tons. 

Amt.  of  Bounty 
since  1854. 

Bounty  per 
ton  of 
Shipping. 

1854 

304,559 

$5,950,559 

$12  95 

1855 

379,020 

5,741,663 

15  00 

1856 

385,038 

5,713,560 

14  00 

416,032 

5,133,485 

13  00 

1858 

441,047 

4,679,415 

10  00 

1859 

434,987 

4,740,190 

11  00 

1860 

452,352 

4,349,769 

9 00 

1861 

504,698 

4,703,285 

9 00 

16 


BRITISH  BOUNTIES— Continued. 


Years. 

Tons. 

Amt.  of  Bounty 
since  1854. 

Bounty  per 
ton  of 
Shipping. 

1862 

537,134 

$4,105,353 

8 00 

1863 

593,773 

4,188,275 

7 00 

1864 

695,575 

4,503,050 

7 00 

1865 

822,732 

3,981,995 

5 00 

1866 

874,425 

4,227,018 

4 50 

1867 

899,362 

4,079,996 

4 20 

1768 

900,599 

4,047,586 

4 20 

1869 

940,721 

5,481,690 

6 00 

1870 

1,111,375 

6,107,761 

5 50 

1871 

1,317,548 

6,070,741 

5 00 

1872 

1,536,075 

5,693,500 

4 00 

1873 

1,711,787 

5,665,296 

3 50 

1874 

1,868,059 

5,697,366 

3 00 

1875 

1,943,197 

4,860,000 

2 60 

1876 

2,902,538 

4,420,261 

1 75 

1877 

2,136,361 

3,976,580 

1 75 

1878 

2,313,332 

3,914,990 

1 70 

1879 

1,508,162 

3,768,230 

1 50 

1880 

2,820,551 

3,873,130 

1 40 

1881 

3,001,377 

3,601,350 

1 20 

1882 

1883 

Amount  bounty  paid  prior  to  1854 

3,290,875 

5,120,000 

3,538,835 

28,450,000 

$164,264,929 

1 10 

French  Bounties. 

The  French  subsidies  granted  by  a law  passed  in  January, 
1881,  for  ship-building,  are  estimated  upon  the  gross  tonnage, 
and  are  as  follows : For  iron  and  steel  vessels,  60  francs  per 
ton ; for  wooden  vessels  of  200  tons  or  more,  20  francs  per 
ton ; for  wooden  vessels  less  than  200  tons,  10  francs  per  ton  ; 
for  composite  vessels,  40  francs  per  ton  ; for  engines  placed  on 
board  steamers,  and  for  auxiliary  apparatus,  boilers,  pipes,  etc , 
12  francs  per  100  kilograms. 

The  French  navigation  bounty  is  fixed  at  1 franc  50  cen- 
times per  registered  ton  per  1,000  miles  run,  for  new  vessels. 
It  is  confined  to  vessels  engaged  in  the  foreign  trade,  and  is  to 


IT 


be  reduced  annually  during  a period  of  ten  years,  when  it  will 
cease.  The  navigation  bounty  is  increased  1 5 per  cent  in  the 
case  of  vessels  built  according  to  plans  approved  by  the  French 
Marine  Department.  Vessels  receiving  bounties  are  required 
to  carry  the  French  mails  and  mail  agents  free  of  charge.* 

The  result  of  these  bounties,  as  apparent  from  the  Reper- 
toire Generate  (see  tables  C and  D,  Appendix),  shows  a gain 
between  1881  and  1884  of  132  French  steamers,  with  a net 
tonnage  of  188,127  tons,  and  a decrease  of  335  French  sailing- 
vessels,  with  a net  tonnage  of  82,606  tons.  This  shows  a net 
gain  of  105,521  tons,  all  steam,  or,  at  the  usual  estimate  of 
one  steam  ton  to  three  sailing  tons,  a net  gain  of  481,775 
effective  tons  in  the  French  merchant  marine,  as  the  apparent 
result  of  the  bounty  system  in  only  three  years. 

Congressional  Inaction. 

Why,  in  the  face  of  this,  and  numberless  other  precedents 
that  might  be  cited  from  both  our  own  and  foreign  legislation 
(which  it  is  not  necessary  to  quote  here),  is  such  an  outcry 
now  made  against  the  moderate  appropriation  from  the  treas- 
ury which  is  absolutely  necessary,  not  to  merely  encourage 
a small  portion  of  our  maritime  industry  (fishing),  but  to 
prevent  the  absolute  destruction  of  all  of  it  that  is  seeking  to 
engage  in  foreign  trade  ? In  the  face  of  an  annual  expendi- 
ture of  somef  $18,500,000  for  carrying  inland  mails,  and 
$300,000  paid  foreign  vessels  for  carrying  ocean  mails,  which 
excites  no  complaint  from  the  people,  'why  such  opposition  to 
the  proposition  to  employ  $5,000,000  annually  in  paying  for 


*From  David  A.  Wells’  “Our  Merchant  Marine.” 

+The  figures  for  1883,  per  Postmaster  General’s  Report,  were  : 


For  carrying  inland  mail  by  rail $13,099,146.74 

by  Star  Route  service 4,712,845.51 

by  steamboats 606,703.21 


$18,418,695.46 

For  foreign  mail  transportation 292,833.91 


Mr.  Blaine,  however,  in  his  “Twenty  Years  of  Congress,”  p.  625,  gives  the 
cost  of  transportation  of  the  mails  for  1883  at  $23,870,666.00. 


18 


ocean  postal  service  in  American  steamers,  so  built  as  to  be 
available  for  Government  use  in  case  of  war  ? Why  such  re- 
luctance to  employ  a few  additional  millions  from  our  over- 
flowing treasury,  in  refunding  to  iron  and  steel  ship  builders 
such  addition  to  the  cost  of  their  work  as  has  been  imposed 
by  the  tariff  ? Why  is  Congress  so  dilatory,  so  inattentive,  so 
careless  of  the  crying  needs  of  the  merchant  marine  and  navy 
as  to  ignore  the  subject,  session  after  session,  and  finally  yield 
only  the  trifling  concessions,  grudgingly  dealt  out  by  the 
Dingley  bill,  while  all  the  measures  that  would  touch  the 
vitals  of  the  question  are  studiously  ignored  ? In  whose  in- 
terest has  been  such  legislative  conduct — that  of  America  or 
England  ? And  if  the  latter,  what  has  been  the  motive  of  it? 

Bounty  is  not  Subsidy. 

We  look  upon  the  denial  or  indefinite  postponement  of  all 
the  petitions  heretofore  presented  to  Congress  by  ship-owners, 
asking  for  bounties  on  construction,  and  compensation  for 
carrying  the  ocean  mails — on  the  pretense  that  such  payments 
would  be  “ subsidies” — as  a false,  pernicious,  and  grossly  ignor- 
ant pandering  to  political  prejudice.  All  that  the  ship-owners 
and  builders  ask  is  the  equalizing  of  the  tariff  conditions  that 
have  ruined  their  business  and  destroyed  in  one  operation 
our  registered  shipping,  and  the  possiblity  of  our  naval  defense 
in  case  of  war.  They  ask  not  for  compensation  for  past  losses, 
which,  perhaps,  they  might  justly  do— but  only  for  such  por- 
tion of  the  revenue  levied  for  the  enhancement  of  all  other 
interests,  as  would  restore  to  shipping,  fair  equality  with  those 
other  interests.  They  object  to  being  longer  ruined  by  the  con- 
fiscation of  their  property  for  the  benefit  of  the  farmer,  the 
miner,  the  manufacturer  and  everybody  else.  Congress  has 
“subsidized”  the  Pacific  Railroads  by  giving  them  enormous 
land-grants,  as  an  inducement  to  construct  works  of  national 
importance.  This  was  the  kind  of  gratuity  to  which  the  people 
now  object.  There  is  no  similarity  whatever  between  the 
two  propositions.  “ Subsidy  is  a gift  in  advance  to  induce 


19 


future  investment.  There  is  no  element  of  claim  or  equity  in 
it.  It  is  like  an  extra  freight  offered  to  secure  the  undertak- 
ing of  a dangerous  voyage.  But  what  the  ship  owner  and 
builder  ask  is  in  the  nature  of  a claim  for  losses  inflicted 
by  the  Government.  Their  property  has  been  blockaded  by 
Government  action  in  waters  so  shallow  that  many  of  the 
vessels  are  already  stranded,  and  the  remainder,  having  no 
room  to  tack  or  wear,  are  in  imminent  peril  of  the  like  disas- 
ter. These  people  demand  that  the  blockade  be  raised ; that 
Government  shall  no  longer  pursue  them,  but  shall  now  become 
their  friend ; shall  tow  them  into  the  offing,  and  there  leave 
them  in  the  same  circumstances  of  freedom  as  it  guarantees 
to  all  other  American  citizens.  Let  Congress  persist  in  denying 
this  petition,  and  inevitably  the  American  flag  must  soon 
wholly  disappear  from  the  world’s  commerce,  or  float  only  over 
foreign  built  vessels,  with  the  necessary  result  of  the  extinc- 
tion of  that  ship-building  art  which  is  so  indispensable  to  our 
national  defense. 

Results  of  Former  Agitation. 

In  October,  1882,  the  Board  of  Trade  of  San  Francisco  held 
a public  meeting,  at  which  were  present,  by  invitation,  Senators 
Farley  and  Miller,  and  the  Hons.  H.  F.  Page  (then  Chairman 
of  the  House  Committee  on  Commerce  and  Navigation)  and 
W.  S.  Rosecrans,  of  our  Congressional  delegation.  Ac  that 
meeting  a report  on  the  shipping  question  was  read,  asking  of 
Congress  the  enactment  of  several  specific  measures  in  refor- 
mation of  shipping  laws,  in  many  of  which  we  co-operated 
with  Eastern  commercial  bodies.  At  the  request  of  the  delega- 
tion our  recommendations  were  afterwards  expressed  in  six 
bills  for  Congressional  action,  all  of  which  were  adopted  by  the 
Joint  Committee  of  both  Houses  on  Shipping,  and  promptly  in- 
troduced in  the  House  during  the  47th  Congress  by  Mr.  Page, 
and  in  the  Senate  by  Senator  Miller.  No  action  was  had  at 
that  session,  though  Mr.  Page  succeeded  in  holding  the  House 
to  the  steady  consideration  of  the  bills,  during  several  days  of 
fierce  debate  ; the  most  notable  result  whereof  was  the  striking 


20 


out  all  appropriations  in  aid  of  the  building  of  American  ves- 
sels, by  the  decisive  vote  of  161  to  50,  as  well  as  of  all  other 
propositions  that  would  have  substantially  benefited  the  ship- 
ping interest. 

The  Dingley  Law. 


At  the  last  session,  however  (being  the  first  session  of  the 
Forty-eighth  Congress)  the  now  well-known  “ Dingley”  bill 
was  passed.  The  following  analysis  will  show  wherein  Con- 
gress has  agreed,  and  wherein  it  has  thus  far  disagreed  with 
the  views  of  the  commercial  bodies  East  and  West,  as  expressed 
in  our  memorial,  and  the  bills  referred  to: 


Congress  was  asked  to  Enact: 

1.  That  the  Government  should  pay 
to  all  builders  of  iron  and  steel  vessels 
for  foreign  trade,  using  American  ma- 
terial, a sum  equal  to  the  duties  on 
the  like  kind  and  quantity  of  dutiable 
foreign  material. 

2.  That  an  American  vessel  losing 
any  American  officer  below  the  grade 
of  Master  might  employ  a foreign 
officer  for  the  return  voyage,  without 
penalty. 

3.  That  all  sections  in  the  U.  S. 
Statutes  requiring  the  payment  of  3 
months’  extra  wages  to  seamen  dis- 
charged in  a foreign  port  be-repealed. 

4.  That  the  uniform  allowance  of 
$10  for  returning  destitute  seamen  to 
an  American  port  be  changed  to  50 
cents  per  day  of  the  length  of  the 
voyage. 

5.  That  engagements  of  seamen 
might  be  made  on  time  contracts,  as 
well  as  on  contracts  for  the  voyage 
only. 

6.  That  the  requirement  to  return 
or  account  for  seamen  shipped  foreign 
from  an  American  port  be  repealed. 

7.  That  the  payment  of  advance 
wages  be  made  illegal. 


The  Dingley  Law  Enacts: 

1.  Nothing. 


2.  Granted. 


3.  Reduced  to  one  month’s  extra 
wages  in  certain  cases,  otherwise 
granted . 

4.  Changed  to  $10  for  voyages  not 
exceeding  30  days,  and  $20  for  longer 
voyages,  with  additional  allowances 
for  carrying  disabled  seamen. 

5.  Granted. 


6.  Granted. 


7.  Granted. 


21 


Congress  was  ashed  to  Enact: 

8.  That  foreign-bound  American 
vessels  be  required  to  carry  a slop- 
chest,  and  supply  seamen  with  neces- 
saries at  not  more  than  25  per  cent 
profit. 

9.  That  the  tonnage  tax  of  30  cents 
per  ton  per  annum  might  be  commuted 
to  American  vessels  carrying  appren- 
tices, natives  of  the  United  States,  at 
the  rate  one  to  each  300  tons  of  the 
vessel’s  register. 

10.  That  enrolled  and  licensed  ves- 
sels be  compelled  to  carry  apprentices. 

11.  That  registered  vessels  be  per- 
mitted to  import  or  withdraw,  free  of 
duty,  all  provisions,  stores  and  sup- 
plies to  be  used  or  consumed  by 
American  vessels. 

12.  That  all  registered  vessels  be 
declared  exempt  from  state  or  munic- 
ipal taxation. 

13.  That  Consular  fees  be  no  longer 
chargeable  against  vessels. 

14.  That  a sum  not  exceeding  $5,- 
000,000  per  annum  be  appropriated 
for  carrying  ocean  mails  in  American 
iron  and  steel  steamers,  under  ten 
years’  contracts,  to  be  let  by  bids : the 
steamers  to  be  built  on  plans  adaptable 
for  war  purposes,  and  the  contracts  to 
contain  a clause  fixing  the  price  at 
which  the  vessels  might  be  appro- 
priated by  the  Government  in  case 
of  war,  for  transports  or  cruisers. 

15.  That  a Department  of  Com- 
merce and  Navigation  be  establishe  l 
in  the  Executive  Department,  having 
powers  and  duties  analogous  to  those 
of  the  British  Board  of  Trade. 

16.  That  seamen  might  be  shipped 
at  foreign  ports  on  time  or  by  the 
voyage. 


The  Dingley  Law  Enacts: 

8.  Granted,  with  the  limit  of  10 
per  cent  profit . 


9.  Not  granted;  but  the  tonnage 
tax  reduced  on  vessels  of  all  nations, 
which  is  no  more  beneficial  to  Amer- 
ican than  to  foreign  vessels.  The 
apprentice  system  ignored. 

10.  Not  granted. 

1 1 . Granted,  excepting  as  to  articles 
used  in  equipment  of  vessel. 


12.  Ignored,  as  conflicting  with 
State  rights. 

13.  Granted. 

14.  Not  granted;  but  the  laws 
compelling  the  carriage  of  mails  by 
all  American  vessels,  for  the  ocean 
postage,  repealed,  thus  preparing  the 
way  for  the  measure  asked  for. 


15.  Entirely  ignored,  unless  the  act 
of  July  5th,  1884,  appointing  a single 
Commissioner  of  Navigation,  with 
nothing  like  the  powers  exercised  by 
the  British  Board  of  Trade,  be  con- 
sidered a concession  to  the  petitioners . 

16.  Granted. 


In  addition  to  the  above  specified  enactments,  several  other 
concessions  were  made  to  ship-owners  in  the  “ Dingley”  law, 


22 


of  more  or  less  value  in  the  employment  of  their  vessels. 
But  neither  that  statute  nor  any  other  that  has  been  passed 
during  the  last  twenty-five  years  bears  the  impress  of  such 
patriotism  and  statecraft  on  our  side  as  is  required  to  match 
the  consummate  skill  whereby  the  British  Government  has 
secured  control  of  the  high  seas.  Our  maritime  affairs  have 
been  allowed  to  go  from  bad  to  worse  through  sheer  neglect, 
while  the  English  have  so  carefully  stimulated  theirs  that 
their  vessels  built  in  1883  (mostly  iron  and  steel  steamers) 
aggregated  1,027,937  tons,  and  brought  up  the  total  of  their 
net  t6nnage  to  12,519,828,*  while  our  registered  fleet  has 
dwindled  to  1,269,681  tons,  nearly  all  wooden  sailers  more 
or  less  the  worse  for  age. 

Among  the  speakers  at  the  jubilee  dinner  of  Lloyd’s  Regis- 
ter of  Shipping,  on  October  30th,  1884,  was  Mr.  John  Glover, 
from  the  report  of  whose  remarks  we  quote  the  following  : 

f “ He  drew  a contrast  between  the  years  1834,  when  the  society 
of  Lloyd’s  Register  was  established,  and  1884,  from  which  it 
appeared  that  the  entries  and  clearances  were  6,500,000  tons  in 
the  former  year  and  56,000,000  tons  last  year;  that  the  value  of 
our  exports  and  imports  had  risen  from  <£91,000,000  in  1834  to 
<£665,000,000  last  year;  that  the  effective  carrying  power  under 
our  flag  had  grown  from  2,500,000  tons  to  16,000,000  tons ; that 
there  were  built  in  1834  of  sailing  tonnage  only  102,000  tons,  and 
that  in  1883  even  of  sailing  tonnage  153,000  tons  were  built,  and, 
in  addition,  905,000  tons  of  steam  tonnage,  which,  reduced  by  the 
usual  rule  that  a steamer  is  equal  to  three  sailing-vessels,  made  the 
increase  in  carrying  power  in  1883  twenty-eight  times  greater  than 
that  of  1834.  In  other  words,  the  value  of  our  imports  and  exports 
between  1834  and  last  year  had  increased  sevenfold,  our  entries  and 
clearances  of  tonnage  had  increased  ninefold,  our  registered  tonnage 
sixfold,  and  the  effective  carrying  power  built  was  twenty-eight 
times  greater  last  year  than  it  was  in  1834.” 

Another  of  the  speakers — Sir  George  J.  Goschen,  M.  P. — 
said : 

“ In  considering  the  matter  there  was  one  point  which  had  not 


* See  table  B,  Appendix. 

t From  the  Shipping  Gazette  Weekly  Summary  of  November  7th. 


23 


been  sufficiently  emphasized,  namely,  the  tremendous  advantage 
which  this  country  possessed  in  the  resources  of  her  ship-builders, 
who  had  accomplished  such  splendid  results  in  passenger  vessels, 
and  would  be  prepared  in  an  emergency  to  produce,  with  a rapidity 
which  would  astonish  them,  vessels  of  war.” 

Such  is  the  result  of  England’s  care  versus  America’s 
neglect  of  maritime  affairs  ! 

Free  Ships. 

We  believe  that  it  is  the  true  policy  of  our  Government  to 
maintain  the  old  navigation  laws,  and  to  endeavor  to  equal- 
ize the  adverse  operation  of  the  tariff  upon  shipping  by  direct 
contributions  from  the  treasury,  both  for  building  the  iron 
and  steel  vessel  of  the  present  and  future,  and  for  carrying 
the  ocean  mails.  But  if  the  very  decisive  vote  of  the  Forty  - 
seventh  Congress  against  these  propositions  is  to  be  taken  as 
final — if  the  sentiment  of  the  West  and  South  be  so  thor- 
oughly indifferent  to  an  industry  in  which  the  people  of  those 
sections  have  no  personal  interest,  that  it  shall  prove  impossi- 
ble to  arouse  it  even  to  the  value  of  the  art  of  ship-building  in 
case  of  war — then  it  seems  to  us  that  American  citizens  should 
be  permitted,  for  a while  at  least,  to  purchase  and  register 
foreign-built  ships  for  the  foreign  trade,  rather  than  to 
abandon  the  seas  entirely.  The  effect  of  such  a law  would 
be  to  furnish  us  at  once  with  as  large  a fleet  as  we  could  use, 
of  England’s  best  iron  and  steel  vessels,  at  a cost  far  less  than 
that  of  building  them  in  our  own  country.  For  England  has 
recently  so  greatly  overbuilt  the  world’s  demands,  that  thou- 
sands of  her  vessels  are  reported  to  be  laid  up  for  want  of 
business. 

The  results  of  this  policy  would  probably  be  the  investment 
of  considerable  sums  in  British-built  tonnage  of  the  largest 
class,  both  sail  and  steam,  and  the  earning  for  American 
owners  of  whatever  profits  might  be  realized  from  its  use.  It 
would  again  afford  employment  to  American  masters  and 
officers,  and  increased  custom  to  American  underwriters,  ship- 


24 


chandlers,  rope  and  canvas  factories,  and  other  industries  that 
supply  or  depend  upon  shipping. 

But,  per  contra,  though  it  would  not  destroy  any  existing 
ship-yard  (for  there  are  none,  except  for  the  coasting  trade), 
it  would  probably  seal  the  doom  of  that  industry  for  the  for- 
eign trade.  And  by  furnishing  a new  -and  extensive  market 
for  the  sale  of  British  bottoms,  it  would  greatly  stimulate  the 
ship-yards  of  Great  Britain,  which  would  easily  be  able  to 
build  two  new  vessels  for  every  old  one  sold  to  us.  The  Eng- 
lish would  have  the  plant,  the  skilled  labor,  the  capital,  con- 
trolled by  experienced  hands,  always  ready  to  maintain  their 
present  advantage  over  us.  Our  relations  with  Great  Britain 
would  be  continually  affected  by  her  permanent  maritime 
superiority.  Should  a war  break  out  between  the  nations, 
she  would  be  in  a position  to  cut  off  our  supply  of  shipping 
entirely,  while  doubling  her  own.  She  could  lay  all  our 
wealthy  sea-board  cities  under  immediate  contribution ; could 
transport  large  armies  where  she  pleased ; could  blockade  our 
whole  coast  on  both  oceans.  What  could  we  do  under  such 
circumstances  to  rid  ourselves  of  the  enemy  ? 

Again,  if  peace  continues,  and  if  we  were  allowed  to  pur- 
chase British  bottoms  for  the  foreign  trade,  how  long  ere 
owners  in  our  coasting  trade  would  claim  the  same  privilege  ? 
How  long  ere  they  would  cry  out  against  the  injustice  of 
being  compelled  to  pay  $100,000  for  an  American-built 
steamer,  when  the  merchant  in  the  foreign  trade  could  buy  as 
good  a one  for  $75,000,  or  less?  And  if  this  demand  were 
complied  with,  what  would  remain  to  prevent  the  entire 
extinction  of  the  ship-building  art  in  the  United  States  ? 

While,  therefore,  we  recognize  the  extreme  difficulty  of 
dealing  with  this  question  after  so  long  a period  of  neglect  on 
the  part  of  our  Congress,  especially  in  view  of  the  recent 
flooding  of  the  shipping  market  by  England  (who  seems  to 
have  sought  to  remove  all  motive  to  disturb  her  empire  of  the 
seas  by  destroying  the  profits  of  the  carrying  trade  for  every 
nation),  we  cannot  but  feel  that  a great  deal  may  be  accom- 
plished if  our  Rational  Legislature  will  adopt  the  following : 


25 


Recommendations  to  Congress. 

First.  Let  Congress  provide  for  the  payment  of  a direct 
bounty  from  the  treasury  to  all  builders  of  iron  and  steel 
vessels,  steam  or  sail,  to  be  engaged  in  the  foreign  trade,  or 
between  Atlantic  and  Pacific  ports  of  the  United  States,  and 
using  American  material ; said  bounty  to  be  equal  to  the  im- 
port duty  which  would  have  been  collected  upon  the  importa- 
tion of  foreign  material  of  like  description  and  quantity. 
(See  bill  in  Appendix.) 

Second.  Let  Congress  make  provision  for  carrying  the 
ocean  mails  in  American-built  iron  and  steel  steamers  of  large 
size  and  great  speed,  and  so  constructed  as  to  be  easily  con- 
verted into  war  cruisers  in  time  of  war  ; said  mail  service  to 
be  let  to  the  lowest  responsible  bidders,  in  like  manner  as 
inland  mail  contracts  are  let,  and  the  price  at  which  the  Gov- 
ernment may  condemn  the  steamers  for  public  use  in  case  of 
war  to  be  specified  in  the  contracts.  (See  bill  in  Appendix.) 

Third.  Above  all,  let  Congress  establish  in  the  Executive 
Department  a permanent  Bureau  of  Commerce  and  Naviga- 
tion, having  control  of  the  pilot  service  in  all  ports  of  the 
United  States ; also  of  all  steamer  and  boiler  inspectors  and 
shipping  commissioners;  the  examination  and  discipline  of 
officers  of  merchant  vessels  ; and  other  powers  similar  to  those 
of  the  British  Board  of  Trade ; said  Bureau  to  consist  of  at 
least  five  members,  to  be  respectively  an  admiralty  lawyer,  a 
merchant,  a ship-builder,  a ship-master,  and  a steam -engineer  ; 
and  the  other  details  of  the  law  to  be  approximately  such  as 
were  specified  in  the  bill  proposed  by  the  Boafd  of  Trade  of 
San  Francisco,  and  introduced  in  the  Senate  of  the  United 
States  by  Senator  Miller  of  California,  at  the  second  session 
of  the  Forty-seventh  Congress,  a copy  whereof  is  appended  to 
this  report.  (See  Appendix.) 

Fourth.  Let  Congress  further  enact  an  apprentice  system 
for  all  vessels  of  the  United  States  employed  upon  the  high 
seas. 

Fifth.  Let  Congress  take  immediate  steps  for  the  building 
of  at  least  twenty-five  steel  war  steamers,  of  great  speed,  and 


26 


carrying  a few  long-range  rifled  guns,  for  the  protection  of  our 
foreign  shipping  in  time  of  peace  ; and  also  provide,  steadily 
and  efficiently,  for  the  maintenance  of  our  navy  on  a respecta- 
ble footing,  as  compared  with  England  and  France. 

Sixth.  But  if  Congress  again  refuses  to  entertain  the  idea 
of  paying  bounties  for  the  construction  of  American  vessels, 
then  we  see  no  way  to  restore  our  interest  in  shipping  in 
foreign  trade  except  by  permitting  the  purchase  of  foreign-built 
vessels.  We  are  willing  (in  this  case  only)  that  such  permis- 
sion should  be  granted,  as  an  experiment,  for  a short  time, 
say  for  five  years,  and  limited  strictly  to  vessels  built  of  iron 
and  steel,  of  not  less  than  1,000  tons  net  measurement,  and 
not  more  than  five  years  old;  all  vessels  so  purchased  by 
American  citizens  to  be  entitled  to  American  registry  free  of 
duty,  and  to  give  bonds  to  be  employed  in  the  foreign  trade 
only. 

Possible  Results  of  the  Fkee-Ship  Policy.  ' 

It  is  possible  that  the  results  of  such  an  experiment,  for  five 
years,  would  clearly  point  out  our  proper  future  policy  on 
this  question.  Our  inaction  in  the  recent  past  has  been  partly 
owing  to  the  fact  that  ship-owners  and  ship-builders  could 
not  agree  on  the  free  ship  proposition  ; hence  one  reason  why 
Congress  has  been  undecided  how  to  act.  We  have  tried 
experiments  in  reciprocity  treaties,  in  derogation  of  our  time- 
honored  high  tariff  policy,  and  with  results  more  or  less  satis- 
factory. Why  not  make  a tentative  experiment  in  the  “ free 
ship”  matter  also  ? 

It  is  possible  that  American  inventive  talent  may  only  be 
stimulated  instead  of  crushed  by  admitting  free  of  duty  the 
British  iron  and  steel  vessel.  When  England,  in  1849, 
admitted  to  registry  foreign-built  ships  of  every  class,  and  for 
every  trade,  wood  was  everywhere  the  only  material  for  ship- 
building, and  of  ocean  steamers  there  were  none  to  speak  of, 
But  English  oak  became  scarce,  imported  timber  too  costly. 
America  was  building  wooden  sailers  of  better  quality  and  at 
less  cost,  and  was  rapidly  gaining  on  British  tonnage.  Parties 
arose  over  the  very  question  that  now  agitates  us.  Pending 


27 


the  controversy,  a writer  in  the  Edinburgh  Review  for 
1847  (p.  296),  used  this  language : 

“We  may  depend  upon  it,  that  were  full  permission  given  us  to 
purchase  and  employ  foreign-built  ships,  where  ships  of  home  con- 
struction can  now  alone  be  used,  our  shipwrights,  anchor-smiths, 
sail-makers,  and  the  whole  army  of  mechanics,  whose  ruin  in  that 
event  is  so  confidently  predicted,  would  only  receive  a new  impulse. 
The  more  direct  foreign  competition  would  render  them  more  skillful 
and  more  industrious,  by  which  means  they  would  acquire  with  a 
better  security  than  they  now  enjoy  for  its  continuance,  a virtual 
monopoly  of  the  manufacture  of  British  shipping.” 

What  a prophecy  was  this  ! During  a few  years  after  the 
repeal  of  the  old  obstructions,  British  tonnage  was  rapidly 
increased  by  the  purchase  of  American  bottoms ; foreign  pur- 
chases from  us  between  1850  and  1864  (principally  English) 
reaching  over  1,000,000  tons.  But  meanwhile,  the  struggle 
over  the  old-fashioned  wooden  sailer  being  abandoned  as  hope- 
less, the  British  mechanics  turned  their  attention  to  new 
inventions.  Utilizing  the  neglected  American  idea  of  propell- 
ing ocean  vessels  by  steam  and  the  screw,  they  devised  the 
compound  marine  engine.  Turning  their  skill  to  iron,  and 
finally  to  steel,  their  ship-building  industry  has  reached 
such  dimensions,  that  besides  building  for  all  other  nations, 
except  our  own,  they  retain  under  the  British  flag  5,090 
steamers  of  4,277,748  net  tons,  out  of  the  8,433  steamers  of 
6,675,230  net  tons  that  comprise  the  steam  fleet  of  the  world  ; 
while  we  own  but  350  steamers  of  347,682  tons  (nearly  all  in 
our  protected  coasting  trade  only.)  * 

Now,  suppose  we  try  the  experiment  of  supplying  our 
present  wants  by  the  purchase  of  a portion  of  England’s  ex- 
cessive tonnage  in  iron  and  steel  steamers.  Our  mechanics, 
borne  down  by  free  competition  in  the  construction  of  that 
class  of  vessel,  would  naturally  rack  their  brains  to  discover 
some  other  that  would  supplant  the  English  in  the  markets  of 
the  world.  Who  knows  what  the  “ Keely  motor  ” may  yet  ac- 
complish in  navigation  ? Who  knows  what  electricity  may 


See  Table  D,  Appendix. 


28 


do  ? Who  knows  the  future  outcome  of  the  recent  establish- 
ment for  metal  ship-building  by  the  Union  Iron  Works  at 
South  San  Francisco  ? We  are  credibly  informed  that,  among 
the  numerous  deposits  of  copper  ore  in  Arizona,  there  is  one 
mine  from  which  ingots  of  96  and  93  per  cent  of  pure  copper 
can  be  placed  on  the  cars  (were  a branch  railroad  built  to  it) 
at  cents  per  pound,  and  at  the  rate  of  500  tons  per  month. 
If  England  has  cheap  iron,  we  certainly  will  soon  have  cheap 
copper — cheap  enough  to  stimulate  some  of  the  California  in- 
ventors (who  have  already  taken  out  10,000  patents  for  their 
discoveries)  to  find  new  uses  for  that  metal  in  ship-building. 
Who  knows  that  the  Union  Iron  Works  will  not  some  day 
turn  out  vessels  with  bottoms  entirely  of  copper,  or  made  of 
plates  rolled  half  steel  and  half  copper,  thus  combining  the 
strength  and  tenacity  of  steel  with  a facing  of  the  only  metal 
which  prevents  fouling  in  salt  water  ? And  as  to  the  motive 
power — has  the  laboratory  of  nature  been  exhausted  ? Will 
it  be  always  necessary  to  devote  half  the  tonnage  capacity  to 
the  carriage  of  fuel  ? May  not  some  new  Ericsson  or  Yon 
Schmidt  yet  find  out  how  to  speed  the  good  ship  at  higher 
rates  than  ever,  and  with  such  economy  of  room  and  expense 
as  to  again  revolutionize  the  transportation  of  the  world — this 
time  with  our  flag  to  the  fore  ? 

South  American  Commission.  # 

And  now  comes  the  United  States  Commission  to  the  Cen- 
tral and  South  American  States,  asking  the  merchants  of  San 
Francisco : “ What  can  the  Government  do  by  Congressional 
legislation,  or  by  commercial  treaties,  toward  securing  a market 
for  our  surplus  agricultural  and  mechanical  products  in  Cen- 
tral and  South  America  ? ” And  thus  we  are  reminded  that, 
owing — in  great  degree — to  the  forcing  effects  of  our  tariff,  we 
have  overproduced,  and  must  either  arrest  the  processes  of 
supply,  thus  causing  hard  times  at  home,  or  once  more  turn 
our  eyes  beyond  the  seas,  with  a view  to  an  entire  change 
from  our  recent  policy  in  reference  to  foreign  commerce.  To 
this  Commission  we  reply  : 

First.  Urge  upon  Congress  the  adoption  of  all  the  measures 


29 


herein  recommended  for  the  restoration  of  our  merchant  ma- 
rine, and  for  the  re-establishment  of  our  naval  power. 

Second.  Let  the  Commission  thoroughly  investigate  in  each 
Central  and  South  American  State  and  country,  which  of  their 
products  we  can  admit  duty  free,  or  at  a reduction  of  present 
duty,  without  crippling  any  home  industry  ; and  what  con- 
cession can  be  obtained  in  like  manner  from  them  for  our 
products,  and  let  reciprocal  commercial  treaties  be  negotiated 
on  the  basis  of  the  facts  as  they  shall  be  able  to  ascertain 
them. 

Interest  of  San  Francisco  in  the  Development  of  the 
Foreign  Trade. 

In  this  movement,  following  the  recent  requirement  and  pub- 
lication of  Consular  reports  from  all  countries  (many  of  which 
are  very  interesting  and  valuable),  we  see  the  dawn  of  a 
brighter  day  for  foreign  commerce.  To  the  people  of  our 
own  city  this  promise  is  refulgent  with  peculiar  hope.  For 
we  have  recently  lost  the  greater  portion  of  our  Northern 
trade  through  the  completion  of  the  Northern  Pacific  Railroad, 
the  recovery  whereof  depends  upon  new  rail  connection,  and 
not  upon  shipping.  We  have  suffered  in  Arizona  and  South- 
ern California  by  the  operations  of  the  Southern  Pacific, 
Texas  Pacific,  and  Atchison,  Topeka,  and  Santa  Fe  Railroads. 
To  recoup  our  prosperity,  manufactures  are  now  being  resorted 
to,  but  our  markets  are  so  hampered  by  the  smallness  of  the 
population  to  be  supplied  (whose  trade,  small  as  it  is,  we  must 
share  with  Eastern  competitors)  and  by  the  high  cost  of  labor 
and  fuel,  that  our  success  must  largely  depend  upon  the  de- 
velopment of  trade  beyond  seas.  Our  location  in  this  respect 
— as  to  Europe — is  disadvantageous.  We  are  the  back  door 
of  the  Union  for  Atlantic  trade.  But  San  Francisco  is  the 
front  door  for  commerce  on  the  Pacific.  Our  future  depends 
largely  on  the  foreign  market  we  may  open  in  South  and 
Central  America,  in  Australia,  India,  China,  Siberia,  and  the 
Islands  of  the  Pacific.  We  should  send  out  our  young  men- 
the  sons  of  successful  merchants  and  manufacturers,  to  found 


30 


commercial  houses  in  the  sea-ports  of  all  those  countries.  We 
should  have  lines  of  steamers  running  to  all  those  places. 
This  is  what  England  does,  and  it  is  thus  that  the  British 
merchant  has  become  omnipresent.  It  is  for  him  that  the 
British  Navy  is  everywhere  affording  never-failing  protection 
to  British  subjects  in  foreign  lands.  It  is  to  him  that  the 
British  steamer,  well  paid  for  carrying  the  mails,  comes,  weekly 
or  monthly,  freighted  with  British  goods,  and  bearing  back 
the  full  cargoes  of  local  produce  which  he  gathers  for  her. 
How  can  we  Americans  hope  to  build  up  a foreign  commerce 
worthy  of  the  name,  unless  we  adopt  all  the  means  which 
England  so  successfully  uses,  and  by  which  she  has  almost 
excluded  us  from  any  share  in  the  trade  of  the  world  ? 
Can  San  Francisco  fail  to  use  her  every  effort  in  impressing 
upon  the  Government  the  imperative  necessity  of  such  meas- 
ures, as  shall  fill  her  harbor  with  her  own  shipping,  and  make 
for  this  city  the  great  mart  for  the  exchange  of  the  products 
of  the  Eastern  Hemisphere  ? 


31 


SHIP-BUILDING. 


Between  1849  and  1860  the  shipping  employed  on  the  Pa- 
cific Coast  was  almost  wholly  of  Eastern  build.  With  the 
exception  of  a few  vessels  built  experimentally  or  for  special 
use — such  as  light  Stern-wheel  steamboats  for  river  use — no 
attempt  was  made  to  build  shipping  from  the  Puget  Sound 
fir,  which  has  now  come  into  such  general  use.  The 
experience  of  the  durability  of  this  timber— at  first  entirely 
lacking — was  gradually  gained  by  its  us^  in  repairs ; and  con- 
fidence once  established  on  this  important  point,  the  enterprise 
of  our  ship-wrights  was  not  long  in  bringing  into  general  use 
a ship  timber  possessing  many  other  advantages  over  the  best 
timbers  used  elsewhere. 

These  advantages  are  its  great  length  and  size,  its  lightness, 
and  the  extraordinary  tenacity  with  which  it  holds  iron  fast- 
enings, the  latter  quality  being  unattended  by  the  least  dan- 
ger of  “ iron  sickness,”  so  prevalent  with  oak.  IS  either  is  it 
(when  cut  at  the  proper  season  and  salted)  subject  to  “ dry 
rot,”  as  sometimes  happens  with  oak.  Nothing  need  be  said 
here  in  favor  of  the  splendid  spars  produced  in  profusion  at 
Puget  Sound,  which  are  in  demand  at  all  centers  of  ship- 
building over  all  others  wherever  grown.  When  to  these 
good  qualities  are  added  the  virtues  of  abundance,  accessibil- 
ity, and  consequent  cheapness,  it  soon  became  apparent  that 
the  Pacific  Coast  could  build  as  good  a wooden  vessel  as  any 
Eastern  port,  and  for  no  greater  cost  per  ton,  the  low  price  of 
the  timber  being  an  offset  to  the  higher  prices  on  this  coast  of 
labor  and  ship-chandlery. 

The  building  of  shipping  of  this  timber  was  somewhat 
stimulated  by  the  publication  in  1875  by  the  Board  of  Marine 
Underwriters  of  San  Francisco  of  “Rules  and  Specifications 
for  the  Construction  of  Vessels  from  Pacific  Coast  Timber,” 
which  were  careful^  prepared  by  the  Marine  Surveyors  of 
this  port,  and  distributed  gratis  among  the  builders.  Vessels 


32 


built  according  to  these  rules  have  generally  received  a first- 
class  rating,  and  have  been  insured  at  the  lowest  rates,  thus 
neutralizing  the  previous  prejudice  against  Pacific  Coast  vessels, 
as  being  built  of  soft  wood.  We  have  now  a large  fleet,  mod- 
eled for  the  lumber  trade — which  is  their  principal  business — 
and  for  beauty  of  model,  strength,  buoyancy,  fast  sailing,  and 
enormous  carrying  capacity,  they  may  safely  challenge  com- 
parison with  any  other  lumber  fleet  in  the  world. 

We  have  caused  to  be  prepared  a list  of  vessels,  over  fifty 
tons  register,  built  upon  this  coast,  with  the  rig,  tonnage,  year 
and  place  of  building,  and  builder’s  name  of  each,  so  far  as 
they  could  be  ascertained  by  the  compiler,  Mr.  J.  A.  Coolidge. 
The  following  is  a i^sumd  of  this  list.  Of  course,  a large 
fleet  of  vessels  of  less  than  fifty  tons  have  also  been  built, 
mostly  for  inland  service,  but  these  are  omitted  from  our 
record. 


33 


Vessels  over  Fifty  Tons  built  on  the  Pacific  Coast. 


YEAR. 

Sail. 

Steam. 

Total. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

1860 

13 

1,684 

6 

2,712 

19 

4,396 

1861 

18 

2,560 

4 

797 

22 

3,357 

1862 

5 

849 

6 

1,867 

11 

2,716 

1863 

14 

1,521 

5 

1,098 

19 

2,619 

1864 

14 

1,308 

6 

1,984 

20 

3,292 

1865 

10 

1,396 

9 

1,331 

19 

2,727 

1866  

17 

1,794 

9 

4,122 

26 

5,916 

1867 

18 

2,619 

7 

2*,484 

25 

5,103 

1868 

25 

3,670 

15 

4,084 

40 

7,754 

1869 

37 

5,114 

17 

3,324 

54 

8,438 

1870 

13 

1,727 

8 

2,305 

21 

4,032 

1871 

7 

1,731 

4 

1,473 

11 

3,204 

1872 

8 

1,312 

5 

1,137 

13 

2,449 

1873 

14 

2,412 

6 

1,818 

20 

4,230 

1874 

23 

5,028 

6 

793 

29 

5,821 

1875 

47 

7,853 

14 

6,109 

61 

13,962 

1876 

34 

6,440 

9 

2,128 

43 

8,568 

1877 

13 

2,588 

8 

2,937 

21 

5,525 

1878 

21 

2,591 

10 

3,086 

31 

5,677 

1879 

7 

921 

10 

7,540 

17 

8,461 

1880 

13 

3,574 

13 

5,080 

26 

8,654 

1881 

30 

7,754 

7 

1,986 

37 

9,740 

1882 

38 

10,519 

8 

3,382 

46 

14,091 

1883 

33 

7,277 

16 

5,259 

49 

12,536 

1884 

8 

937 

15 

4,200 

23 

5,137 

480 

85,179 

223 

73,036 

703 

158,405 

Unknown  . . . 

7 

532 

79 

19,993 

86 

20,525 

487 

85,711 

302 

93,029 

789 

178,930 

Barges 

43 

7,610 

Totals 

832 

186,540 

34 


IRON  SHIP-BTJILDING. 

# 

But  after  all  that  we  have  done  in  the  building  of  wooden 
sail-vessels,  the  time  has  now  arrived  when  the  iron  steamer 
must  replace  the  wooden  sailer,  even  on  the  Pacific  Coast.  To 
most  men,  the  period  when  this  change  would  occur  in  Califor- 
nia has  seemed  far  in  the  uncertain  future,  and  it  has  been 
with  surprise,  not  unmingled  with  astonishment,  that  our 
ship-owners  have  witnessed  the  enormous  expenditures  of  the 
Union  Iron  Works  during  the  last  two  years,  in  providing  at 
South  San  Francisco  all  the  heavy  plant  required  for  the 
building  of  iron  and  steel  vessels,  sail  and  steam,  and  of  any 
size  or  description,  even  up  to  the  largest  iron-clad  ships  of 
war.  It  is  no  disparagement  to  the  numerous  other  iron 
works  in  this  city,  who  have  done  their  share  in  building  the 
boilers  and  engines  of  the  300  or  more  steamers  heretofore 
launched  on  this  coast,  for  us  to  close  our  report  with  a full 
description  of  the  Union  Iron  Works,  for  we  look  upon  this 
enterprise  as  the  germ  from  which  must  develop  the  ship- 
owning greatness  of  oux  port,  as  the  home  port  of  future  fleets 
of  iron  and  steel  steamers  in  the  foreign  trade  of  the  Pacific 
and  of  the  world. 

Union  Iron  Works. 

At  the  request  of  Irving  M.  Scott,  Esq.,  your  Committee 
visited  the  Union  Iron  Works,  and  have  much  satisfaction  and 
pleasure  in  quoting  the  following  description  thereof: 

This  establishment  is  something  of  which  San  Francisco  and  the 
State  of  California  may  well  feel  proud.  The  works  are  said  to  be 
the  most  complete  of  any  of  their  kind  in  the  United  States,  and 
not  excelled  in  their  appliances  by  the  old  and  extensive  iron  ship- 
yards in  Great  Britain.  It  is  connected  by  tracks  with  the  Central 
and  Southern  Pacific  Railroads,  and  thus  with  the  entire  railroad 
system  of  this  State  and  the  United  States,  Canada  and  Mexico.  The 
position  of  the  works  on  Mission  Bay  opens  to  them  communication 
with  the  rivers  of  California  and  the  sea.  They  are  situated  at 
Potrero  Point,  on  Napa  Street,  occupying  nine  blocks,  or  an  area  of 
twenty-two  acres.  They  occupy  a strip  of  land  1,488  feet  long,  from 
north  to  south,  with  a frontage  on  Central  Basin  of  1,040  feet. 
Inside  the  area,  all  the  streets  except  Napa  Street  have  been  closed 
by  order  of  the  Board  of  Supervisors. 


35 


The  Machine  Shop. 

The  machine  and  erecting  shops  are  comprised  within  a brick 
building  200  by  215  feet,  with  a gallery  150  feet  long  and  50  feet 
wide,  all  under  one  iron  roof,  and  divided  by  four  rows  of  cast-iron 
columns  into  five  spaces,  four  of  which  are  40  by  200  feet,  and  one 
55  by  200  feet.  This  latter,  and  one  of  the  40  feet  spaces,  are  erect- 
ing shops,  and  are  each  provided  with  overhead  hydraulic  traveling 
cranes,  having  a run  of  200  feet.  One  of  these  has  a lift  of  35  feet 
and  the  other  of  25  feet;  capacity  of  each,  60  tons.  These  cranes 
are  operated  by  compressed  air  engines,  which  operate  hydraulic 
machinery  to  do  the  lifting.  The  remaining  three  (40  by  200  feet) 
spaces  are  devoted  to  running  machinery,  with  the  exception  of  a 
space  45  by  70  feet,  in  which  is  a two-story  brick  structure  contain- 
ing the  offices  and  drawing-room,  the  floors  of  which  are  concrete. 
The  entire  floor  and  gallery  surface  occupies  an  area  of  46,400  square 
feet.  Car  tracks  traverse  this  floor. 

Planers. 

In  this  shop  there  is  a planer  that  will  plane  a surface  twelve  feet 
wide  and  twenty-six  feet  long,  fitted  with  six  cutting  tools,  suited  for 
planing  and  cutting  any  kind  of  machinery.  Another  planer  of  the 
same  general  description  will  cut  ten  feet  square,  a second  six  feet 
square,  and  a third  four  feet  square,  with  smaller  ones  which  cut  or 
plane  according  to  the  dimensions  required. 

Lathes.  * 

The  Lathe  Department  is  likewise  perfect.  There  are  special 
lathes  for  ship  work.  One  will  turn  a shaft  49  feet  long,  or  a crank 
shaft,  such  as  is  used  in  compound  marine  engines.  It  is  the  most 
complete  tool  of  its  class  in  the  United  States,  and  is  said  to  be  in 
every  respect  the  equal  of  the  one  used  in  the  dock-yard  belonging 
to  the  English  Navy  at  Chatham,  Kent,  England. 

Boring*  Mill. 

There  is  a Boring  Mill  that  will  turn  thirty  feet  in  diameter 
and  ten  foot  face,  or  it  will  plane  a surface  thirty  feet  long  by  ten 
feet  wide.  The  machine  will  also  perform  boring,  planing,  slotting, 
drilling  and  key-seating.  It  occupies  a space  fifty  feet  square  and 
forty-three  feet  high.  It  combines  all  the  modern  tool  improvements 
known  up  to  1884,  and  is  said  not  to  be  excelled  by  any  similar 
machine  in  the  world.  This  shop  also  contains  other  additional 
boring  mills  of  twelve,  eight  and  five  feet  diameter,  with  various 
smaller  ones,  suiting  all  classes  of  work.  There  is  likewise  one  for 
boring  engine  and  cylinder  frames,  which  will  bore  a cylinder  ten 
feet  in  diameter  and  twenty  feet  long,  face  off*  each  end  of  the  cyl- 
inder and  drill  holes  in  each  end  without  moving  it. 


36 


In  this  shop  also  there  is  one  of  the  largest  hydraulic  presses  in 
the  world,  for  pressing  in  crank  pins  and  pressing  on  crank  plates. 

This  shop  further  contains  erecting  pits,  and  all  small  tools  neces- 
sary to  make  it  a perfect  and  complete  establishment  for  the  purposes 
designed. 

In  this  shop  engines,  large  or  small,  can  be  put  together  complete, 
then  picked  up  by  an  overhead  traveling  crane,  placed  upon  a car,  and 
taken  to  the  wharf,  where  a set  of  steam  shears,  with  a capacity  of 
100  tons  in  a single  piece,  again  picks  it  up  and  puts  it  in  a vessel 
in  the  position  required. 

It  is  almost  needless  to  remark,  that  such  a continuity  of  arrange- 
ments, avoiding  the  necessity  of  taking  apart  engines,  and  transport- 
ing them  to  the  vessel,  where  they  must  be  replaced,  materially 
lessens  the  cost  of  the  engine  to  the  ship-owner,  and  places  Safi 
Francisco  on  an  equality  with  any  city  in  the  world,  in  the  matter 
of  the  construction  of  engines  and  facilities  for  placing  the  same 
aboard  of  ships. 

The  Engine  Room. 

Directly  south  of  and  adjoining  the  machine  shop  is  located  the 
Engine  House,  built  of  brick,  40  x 80  feet,  which  contains  a compound 
engine,  with  the  latest  modern  appliances,  and  condensing  apparatus. 
The  water  is  supplied  to  the  boilers  by  an  iron  tank  on  the  roof  of 
the  building,  which  is  two  feet  in  depth  and  uncovered  for  the  pur- 
pose of  cooling  the  water  from  the  condensers  of  the  main  engine,  and 
at  the  same  time  it  serves  as  a roof. 

The  Air  Compressor. 

In  this  structure  is  also  located  the  Air  Compressor,  which 
supplies  the  motive  power  for  the  overhead  traveling  cranes  and 
hydraulic  pumps  in  the  different  shops ; also  pumps  for  the  accumu- 
lator for  supplying  hydraulic  power  throughout  the  establishment, 
under  a pressure  of  1,200  pounds  to  the  square  inch?  The  weight  on 
the  ram  of  the  accumulator  is  composed  of  a single  cube  of  concrete, 
10x10x10  feet,  and  weighing  70  tons. 

In  this  compartment  are  also  the  electric  dynamos  used  for  lighting 
the  establishment  with  electricity. 

The  Boiler  House. 

The  Boiler  House  is  supplied  with  the  latest  improved  compound 
fire  and  water  tube  type  boiler,  internally  fired,  capable  of  supply- 
ing steam  to  a 250-horse  power  engine,  with  separate  space  for  an- 
other of  similar  capacity,  so  that  if  anything  happens  to  one  boiler 
there  need  be  no  cessation  of  work.  The  chimney  is  of  brick, 
octagonal,  and  120  feet  high. 

The  Tool  Room. 

Connected  with  the  south-west  end  of  the  machine  shop  is  a brick 
structure,  with  all  the  results  of  inventive  genius  as  manifested  in 


37 


modern  appliances  for  the  manufacture  of  all  the  small  tools  used  in 
these  works.  Here  the  machinery  is  made  or  repaired  for  fitting 
lathes,  planers,  drills,  etc.,  with  small  tools,  and  is  supplied  with 
lathes,  drills,  steam  hammers,  grinding  machines,  tempering  appara- 
tus, blowers,  etc.  It  has  a floor  surface  of  1,520  feet,  and  concrete 
floors. 

Brass  and  Copper  Shops. 

Adjoining  the  tool  room  is  the  Brass  Foundry  and  Copper  Shop, 
fitted  with  the  most  complete  assortment  of  tools  for  the  manufac- 
ture of  copper  or  brass  work,  with  hardening  furnaces,  tempering 
and  babbitting  furnaces,  supplied  with  hydraulic  cranes,  etc. 

The  Foundry, 

Directly  south  of  and  adjoining  the  last  named  building  is  the 
Iron  Foundry,  a brick  building  100  x 200  feet,  furnishing  a floor 
surface  of  20,000  square  feet. 

Molding  Pit. 

The  Molding  Pit  is  14  feet  in  diameter,  14  feet  deep,  and  can  be 
utilized  for  making  the  largest  castings.  There  is  a second  pit  9 feet 
in  diameter  and  10  feet  deep. 

Core  Ovens. 

There  are  four  Core  Ovens,  with  the  most  approved  apparatus  for 
heating  and  lifting  cores,  the  largest  of  which  is  18  feet  square, 
capable  of  drying  a core  weighing  twenty  tons,  in  a short  time ; also 
smaller  ones  in  which  cores  of  only  a few  ounces’  weight  can  be 
dried. 

Traveling  Crane. 

The  foundry  is  supplied  with  an  overhead  Traveling  Crane,  capa- 
ble of  lifting  60  tons,  which  travels  the  entire  length  (200  feet), 
covering  the  whole  space  of  the  foundry  floor,  so  that  a casting  may 
be  run  from  or  to  any  part  of  it. 

Cupolas,  Etc. 

This  well-equipped  foundry  is  supplied  with  three  Cupolas,  the 
capacity  of  them  being  equal  to  making  a casting  weighing  60  tons 
in  three  hours.  They  are  of  the  latest  and  most  improved  con- 
struction, and  are  surrounded  with  an  iron  floor  and  a hydraulic  lift, 
which  carries  up  iron,  coal,  and  coke. 

The  Foundry  Blower  is  also  supplied  with  a separate  engine,  so 
that  the  pressure  of  the  blast  can  be  regulated  to  suit  the  condition 
of  the  furnace. 

There  are  also  the  best  class  of  grinding  machinery,  two  sand  and 
clay  pulverizers,  and  cinder  barrels. 


38 


There  are  in  addition  twenty-two  small  hydraulic  cranes  for  hand- 
ling flasks. 

The  car  track  delivers  the  iron,  coal  or  coke,  or  takes  the  material 
from  the  cupolas  without  any  additional  cost  for  handling  or  trans- 
portation, and  also  enters  the  foundry  at  two  points  convenient  to 
the  overhead  cranes. 

The  Pattern  Shop. 

Opposite,  and  eighty  feet  east  of  the  foundry,  is  the  pattern  shop. 
This  is  a brick  building  four  stories  in  height,  50  x 150  feet.  The  three 
upper  ones  are  devoted  to  the  storage  of  patterns,  the  lower  one  to 
making  patterns,  the  running  machinery  being  all  on  the  ground 
floor,  driven  by  a wire  rope  from  the  boiler  shop. 

It  is  supplied  with  the  latest  of  modern  machinery  for  planing, 
sawing,  turning,  mitering,  gear-cutting,  molding,  etc.,  all  of  the 
most  improved  type.  Each  pattern-maker  has  his  own  table  and 
his  own  window.  The  three  upper  stories  are  supplied  with  eleva- 
tors for  hoisting,  and  with  water  in  case  of  fire,  etc. 

There  is  here  carried  out  the  most  perfect  system  of  registering, 
so  that  any  patterns  once  made,  can  be  found  at  a moment’s  notice. 

The  Store  Room. 

Adjoining  the  last  named  structure  is  the  store-room.  This  is 
fifty  feet  square  and  four  stories  in  height.  In  it  are  kept  and  stored 
all  the  supplies  needed  in  and  about  the  works,  such  as  oils,  files, 
chisels,  steel,  copper,  brass,  and  anti-friction  metals,  steam-pumps, 
safety-valves,  and  ship-fittings  of  every  description.  It  is  supplied 
with  an  elevator,  a complete  and  perfect  system  of  fire-alarms,  and 
other  necessary  arrangements  for  the  safety  of  the  materials  therein 
contained. 

The  system  of  delivery  is,  that  the  men  in  the  various  depart- 
ments bring  orders  from  their  several  foremen  to  the  store-keeper. 
A receipt  is  signed  for  everything  delivered,  with  an  entry,  detail- 
ing the  purpose  for  which  it  is  to  be  used,  and  the  person  to  whom 
delivered,  thus  insuring  economy,  certainty  and  cheapness. 

Connected  with  the  store-room  are  iron  racks  for  boiler  tubes  of 
all  sizes,  boiler  plates,  iron  and  steel  boiler  heads,  bar-iron,  round 
and  square,  of  all  dimensions,  under  the  charge  of  the  store-keeper, 
with  a similar  system  for  delivery  as  above  described. 

The  Boiler  Shop. 

This  occupies  a space  of  200  feet  by  150  feet,  and  is  fitted  with 
overhead  Hydraulic  Traveling  Cranes,  such  as  have  been  previously 
described. 

Hydraulic  Machines. 

There  are  in  this  shop  three  Hydraulic  Machines,  capable  of  riv- 
eting a rivet  of  two  inches  in  diameter,  or  with  equal  facility,  one  of 
three-eights  of  an  inch  in  diameter. 


39 


Hydraulic  Shears. 

This  shop  is  also  supplied  with  Hydraulic  Shears  capable  of 
shearing  a steel  plate  one  and  a half  inches  thick  and  fourteen  feet 
long,  or  by  changing  the  dies,  bending  the  water-leg  for  a fire-box 
boiler,  or  they  will  flange  a boiler  head  in  the  same  manner  that  tin 
plates  are  stamped  out ; or  they  will  form  any  irregular  surface  to 
the  shape  required.  This  is  said  to  be  one  of  the  largest  and  most 
complete  of  modern  tools  in  the  world. 

Bending  Machines. 

The  shop  is  further  supplied  with  Bending  Machines,  for  shaping 
or  bending  angle,  T,  or  Channel  Iron,  or  taking  a flat  plate  and 
shaping  it  into  any  conceivable  form,  such  as  expansion  rings  for 
flues  of  internally  tired  boilers. 

Planing  Machines. 

There  are  likewise  Planing  Machines  capable  of  planing  twenty-five 
feet  long,  and  planing  armor  plate  eighteen  inches  thick,  the  tool 
cutting  forward  or  backward.  The  sheet  is  held  in  place  by  an  in- 
genious hydraulic  device,  and  the  machines  are  operated  entirely  by 
hydraulic  power. 

Iron  or  Steel  Rollers. 

There  are  further,  in  this  excellently  equipped  boiler  shop,  Rollers 
for  rolling  iron  or  steel  plates  one  and  a half  inches  thick,  twelve 
feet  wide,  and  of  any  length. 

Angle  Iron  Shears,  Etc. 

Here  are  to  be  found,  in  addition,  Angle  Iron  Shears,  Punches, 
etc.,  and  small  tools  in  general  use,  of  the  latest  and  most  approved 
pattern,  hydraulic  machinery  being  used  wherever  possible. 

Transportation  Facilities. 

A railroad  connects  in  this  shop  with  an  overhead  traveling  crane, 
thus  enabling  work  to  be  loaded  on  cars  without  the  expense  of 
drayage  or  loading. 

There  are  facilities  in  this  boiler  shop  for  fitting  the  largest  and 
most  difficult  kind  of  boiler  work  in  the  world.  There  are  now 
in  course  of  construction  in  this  shop,  the  boilers  of  the  steam- 
ship State  of  California , the  plates  being  of  steel  one  inch  thick, 
and  the  boilers  fourteen  feet  in  diameter,  being  intended  to  carry  a 
pressure  of  one  hundred  pounds  of  steam.  These  boilers^  when 
completed,  will  weigh  seventy-eight  tons  each,  and  will  be  the  largest 
boilers  ever  made  in  this  country,  capable  of  carrying  one  hundred 
pounds  of  steam. 


40 


Running  Machinery. 

Although  the  Running  Machinery  in  this  shop  will  ordinarily  be 
run  by  the  main  engine  in  the  machine  shop,  it  is  also  provided  with 
a separate  vertical  engine  and  hydraulic  pumps  and  accumulator  for 
night  work. 

Light,  Etc. 

The  buildings  are  well  lighted,  the  majority  of  the  windows  being 
twelve  feet  wide  and  twenty  feet  high.  They  are  glazed  with  corru- 
gated wrought  glass,  the  lower  panes  being  one-fourth  of  an  inch 
thick,  and  all  the  others  one-eighth  of  an  inch  thick.  In  addition  to 
the  windows,  the  roofs  are  supplied  with  skylights  and  ventilators. 

The  Blacksmith  Shop. 

The  Blacksmith  Shop  adjoins  the  Boiler  Shop.  It  occupies  a 
space  of  200  by  50  feet,  and  is  fitted  with  three  steam  hammers  and 
all  the  modern  tools  of  all  designs  requisite  to  make  the  necessary 
forgings  and  other  work  in  an  establishment  of  this  description,  and 
is  supplied  with  a system  of  hydraulic  cranes. 

Extensive  Use  of  Hydraulic  Power. 

The  extensive  use  of  hydraulic  power  in  these  works  is  said  to  be 
a peculiar  feature,  even  in  these  modern  times.  Hot  only  are  the 
cranes  in  all  the  shops,  the  punching,  bending,  shaping,  shearing, 
and  other  machinery,  operated  by  hydraulic  power,  but  even  the 
doors  and  gates  of  the  various  shops  and  buildings  are  opened  and 
closed  by  it. 

Sanitary  Arrangements. 

The  Sanitary  Arrangements  of  the  entire  establishment  are  most 
excellent,  and,  for  completeness  in  sanitary  requirements,  the  closets, 
etc.,  will  vie  with  those  of  a first-class  hotel. 

The  Ship-Yard  and  Wharf. 

Across  Napa  Street,  and  north  from  the  workshops,  are  located 
the  Ship-yard  and  the  Wharf.  The  car  track  on  the  wharf  is  of  the 
usual  gauge,  and  the  wharf  is  so  constructed  as  to  sustain  a weight 
of  one  hundred  tons  in  a single  carload,  and  carry  the  same  to  the 
lifting  shears.  These  have  a capacity  of  one  hundred  tons  for  a single 
lift,  operated  by  steam  power. 

The  shears  will  take  up  a piece  of  machinery  of  this  immense 
weight,  place  it  over  the  side  of  the  wharf,  and  put  it  in  position  in 
the  hold  of  the  largest  ship  afloat. 

Dry  Dock. 

Alongside  the  wharf,  on  the  east  side,  will  be  the  Dry  Dock, 
capable  of  taking  a vessel  600  feet  in  length,  equipped  with  all  the 
latest  modern  improvements  and  appliances. 


41 


Ship  Slip. 

On  the  west  side  of  the  wharf  is  a Ship  Slip,  with  water  of  suffi- 
cient depth  to  float  the  largest  vessels,  and  where  they  can  come 
under  the  shears  and  have  their  boilers  or  other  machinery  put  in  or 
taken  out,  as  a whole,  without  the  expense  of  taking  the  same  to 
pieces  for  removal. 

Ship  Ways. 

To  the  west  of  the  ship  slip  are  the  Ship  Ways,  with  all  the  con- 
veniences and  appliances  for  plating  and  handling  a vessel  in  course 
of  construction.  These  ways  are  supplied  with  overhead  traveling 
cranes,  which  will  take  any  part  of  a ship’s  material  from  the  dock 
and  place  it  in  any  portion  of  the  ship. 

On  the  ways  there  has  just  been  built  the  iron  caisson  for  the  Dry 
Dock  at  Mare  Island  Navy  Yard.  There  is  also  being  built  a steel 
steam  collier  for  the  Newport  Coal  Company,  of  Coos  Bay.  This 
vessel  will  be  of  about  1,000  tons  burden,  207  feet  long,  30  feet 
beam,  and  17  feet  depth  of  hold. 

Ship  Shop. 

At  the  head  of  the  ship’s  ways  is  the  Shop  for  handling  rolling, 
planing,  drilling,  counter-sinking,  punching,  shearing,  and  fitting  the 
plates  and  ribs  of  the  ship.  Everything  is  adjusted  for  the  econom- 
ical and  speedy  handling  of  ship  plates. 

Drawing  Board. 

Adjoining  this  is  the  Drawing  Board,  50  feet  square,  of  Port 
Orford  four-inch  cedar,  for  transferring  the  lines  of  the  ships  from 
the  molding  loft  to  the  place  where  the  actual  work  is  done. 

Bending  Floor. 

There  is  also  adjoining  the  wharf  the  Bending  Floor,  with  all  the 
modern  appliances  for  bending  and  shaping  the  materials  used  in 
iron  ship  building.  Connected  with  this  is  a heating  furnace  that 
will  turn  out  an  angle  or  plate  40  feet  in  length. 

Blacksmith  Shop. 

Adjoining  is  the  Blacksmith  Shop,  with  all  the  appliances  neces- 
sary for  the  ship-yard. 

Molding  Loft. 

The  second  story  of  this  building  is  occupied  as  the  Molding  Loft 
and  Drawing  Boom,  where  the  lines  of  the  ships  are  laid  down. 
The  Drawing-Room  is  located  over  the  main  office,  with  a superior 
light,  and  is  fitted  with  the  best  known  appliances  and  conveniences 


42 


for  making  and  storing  drawings.  Adjoining  the  drawing-rooms 
are  the  baths,  wash-rooms,  and  other  offices  for  the  workmen.  The 
story  above  is  devoted  exclusively  to  making  and  copying  blue  prints. 

Extent  of  Water  Front,  Etc. 

The  Company  own  1,460  feet  of  water  front,  and  it  is  intended  to 
erect  other  ways  from  time  to  time,  as  business  may  render  them 
necessary,  which,  when  fully  equipped,  will  give  this  establishment, 
as  we  are  told,  the  largest  capacity  of  any  ship-yard  in  the  United 
States. 

In  conclusion,  we  may  be  allowed  to  express  the  hope  that 
the  skill  and  genius  shown  in  the  adaptation  of  the  latest 
improvements  in  machinery  may  enable  this  enterprising 
company  to  offset  the  higher  prices  of  fuel  and  material  at 
San  Francisco,  as  compared  with  Philadelphia  and  the  Clyde; 
that  the  Government  will  find  it  profitable  to  avail  of  it  in  the 
building  of  its  vessels  of  war;  and  that  in  the  near  future  our 
ship-owners  will  crowd  it  with  orders  for  iron  and  steel 
steamers,  to  be  used  in  the  foreign  trade  under  the  new  order 
of  things  to  grow  out  of  reciprocity  treaties  and  enlightened 
Federal  legislation  on  the  subject  of  shipping. 


43 


SAN  FRANCISCO  WHALE  FISHERY. 


In  the  early  “Fifties”  it  is  stated  that  the  number  of 
whalers  employed  in  the  whale  fishery  out  of  the  United 
States  amounted  to  fully  600  vessels,  and  at  the  same  period 
the  fleet  engaged  in  the  Pacific  alone  was  over  300,  and  it  is 
stated  that  when  the  vessels  would  come  into  port  with  their 
catches  at  Honolulu,  that,  laying  side  and  side,  they  reached 
across  the  entire  harbor.  Subsequently  Lahaina  was  the 
favorite  fitting-out  place,  and  the  Sandwich  Islands  continued 
until  quite  recently  to  be  the  rendezvous  for  the  New  Bedford 
fleet.  Although  every  possible  exertion  was  made,  and  all 
possible  inducements  were  held  out  by  San  Francisco  merchants 
to  persuade  whalemen  to  make  this  port  their  center  for  supply, 
they  could  not  be  induced  to  change;  and  it  is  only  within  the 
past  few  years,  when  energetic  citizens  of  San  Francisco  have 
themselves  entered  the  field  by  equipping  first-class  steamers 
for  the  business,  that  the  great  success  of  said  fleet  has  com- 
pelled the  New  Bedford  owners  to  order  their  ships  here,  so  as 
to  compete  in  the  market  with  us  for  the  sale  of  their  oil  and 
bone.  At  the  present  time  the  entire  fleet  of  whalers  out  of 
the  United  States  numbers  134  vessels.  Of  this  fleet  87 
belong  to  the  port  of  New  Bedford,  and  19  are  owned  at  this 
port,  11  at  • Provinceto  wn,  7 at  Edgartown,  and  5 at  New 
London.  Of  the  Eastern  fleet  24  are  engaged  in  the  North 
Pacific,  17  in  the  South  Pacific,  36  in  the  Atlantic,  2 in 
Hudson’s  Bay,  and  the  remaining  24  are  in  the  various  ports 
fitting  out.  Of  the  87  New  Bedford  vessels  two  now  employed 
in  the  North  Pacific  are  steamers;  while  of  the  19  vessels  of 
San  Francisco  five  are  steamers,  and  their  continued  success 
proves  them  remarkably  well  adapted  to  the  business — the 
said  five  steamers  alone  turning  in  to  their  owners  during 
1884  more  oil,  bone  and  ivory  than  the  entire  fleet  of  Eastern 
vessels,  inclusive  of  their  two  steamers. 


44 


COMPARATIVE  STATEMENT 

Of  the  Catch  of  the  Eastern  and  California  Whaling  Fleets 
From  1878  to  1881/,,  inclusive. 


Fleets. 

Barrels  of 1 
' Oil. 

Pounds  of 
Bone. 

Pounds  of 
Ivory. 

f Eastern  Fleet  (14  vessels) 

7,795 

52,090 

21,800 

18781 

( California  Fleet  ( 1 1 vessels) 

1,735 

23,900 

13,200 

Totals 

9,530 

75,990 

35,000 

f Eastern  Fleet  (13  vessels) 

13,430 

90,000 

14,560 

1879-1 

(California  Fleet  (9  vessels) 

3,648 

26,355 

8,60C 

Totals 

17,078 

116,355 

23,160 

f Eastern  Fleet  (13  vessels) 

20,328 

291,400 

9,250 

1880  4 

- 

(California  Fleet  (7  vessels) 

4,860 

71,000 

11,400 

Totals 

25,188 

362,400 

20,650 

f Eastern  Fleet  ( 14  vessels) 

14,838 

206,200 

800 

1881 -j 

( California  Fleet  (7  vessels) 

4,560 

65,400 

3,500 

Totals 

19,398 

271,600 

4,300 

( Eastern  Fleet  (23  vessels) 

16,637 

242,100 

9,000 

1882  ] 

( California  Fleet  (6  vessels). 

5,017 

81,000 

7,600 

Totals 

21,654 

323,100 

16,600 

f Eastern  Fleet  (25  vessels) 

7,772 

88,404 

16,500 

18831 

(California  Fleet  (12  vessels) 

3,768 

78,800 

14,320 

Totals 

11,540 

167,204 

30,820 

f Eastern  Fleet  (22  vessels) 

9,054 

131,783 

1,839 

1884  4 

( California  Fleet  (22  vessels) 

11,586 

183,429 

3,633 

Totals 

20,640 

315,212 

5,472 

45 


COMPARATIVE  STATEMENT— Continued. 


Fleets. 

Barrels  of 
Oil. 

Pounds  of 
Bone. 

Pounds  of 
Ivory. 

Of  the  catch  of  1884  the  six  steam  whalers^ 
built  and  equipped  in  San  Francisco  V 

6,680 

94,042 

730 

brought  into  port 1 

Brought  down  on  the  Beda 

1,432 

55,587 

Total  catch  of  the  six  steamers .... 

8,112 

149,629 

730 

Or  considerably  more  than  the  catch  of  the  entire  Eastern 
fleet  of  twenty  vessels,  including  their  two  steamers 

The  vessels  built  here  have  proved  themselves  better  in 
every  way  than  the  Eastern  vessels.  As  an  illustration,  during 
the  three  years  mentioned,  the  steamer  Lucretia,  owned  in  New 
Bedford,  caught  in  all  only  535  barrels  of  oil,  8,200  pounds  of 
bone,  and  350  pounds  of  ivory,  and  the  steamer  Belvidere  of 
New  Bedford,  caught  1,830  barrels  of  oil,  19,500  pounds  of  bone, 
and  400  pounds  of  ivory;  while  in  the  last  two  years  alone 
the  steamer  Orca,  of  this  port,  caught  3,430  barrels  of  oil  and 
34,000  pounds  of  bone,  and  the  Bowhead,  the  pioneer  of  the 
steam  whaling  fleet  of  this  port,  caught  in  the  three  years  of 
her  existence  2,700  barrels  of  oil  and  54,000  pounds  of  bone 
exclusive  of  her  catch  of  oil  for  1884,  which  was  lost  in  the 
vessel  when  crushed  in  the  ice. 


All  of  which  is  respectfully  submitted. 

C.  T.  HOPKINS, 
GEORGE  C.  PERKINS, 
ANDREW  CRAWFORD, 
C.  L.  TAYLOR, 

C.  B.  STONE, 


Joint  Committee  of  the  Board  of  Trade,  the  Manufacturers’ 
Association  and  Chamber  of  Commerce  of  San  Francisco. 


46 


APPENDIX  “A.” 

“ A.” — Tonnage  of  Vessels  of  the  United  States  Employed 
in  the  Foreign  Trade,  in  the  Coastwise  Trade,  in  the 
Whale  Fisheries,  and  in  the  Cod  and  Mackerel  Fisheries, 
from  1850  to  1883,  inclusive. 


( From,  Statement  prepared  by  the  Register  of  the  Treasury.) 


Year 

Ending 

Foreign 

Coastwise 

Whale 

Cod 

Mackerel 

Total 

Merchant 

June  30. 

Trade. 

Trade.  « 

Fisheries. 

Fisheries. 

Fisheries. 

Marine5. 

1850. .. 

1,439,694 

1,797,825 

146,017 

93,806 

58,112 

3,535,454 

1851... 

1,544,663 

1,899,644 

181,644 

95,617 

50,539 

3,772,439 

1852. . . 

1,705,650 

2,055,873 

193,798 

110,573 

72,546 

4,138,440 

1853... 

1,910,471 

2,134,258 

193,203 

109,228 

59,850 

4,407,010 

1854.. . 

2,151,918 

2,322,114 

181,901 

111,928 

35,041 

4,802,902 

1855. . . 

2,348,358 

2,543,255 

186,848 

111,915 

21,625 

5,212,001 

1856. . . 

2,302,190 

2,247,663 

189,461 

102,452 

29,887 

4,871,653 

1857... 

2,268,196 

2,336,609 

195,842 

111,868 

28,328 

4,940,843 

1858... 

2,301,148 

2,401,220 

198,594 

119,252 

29,594 

5,049,808 

1859. . . 

2,321,674 

2,480,929 

185,728 

129,637 

27,070 

5,145,038 

1860. .. 

2,379,396 

2,644,867 

166,841 

136,653 

26,111 

5,353,868 

1861... 

2,496,894 

2,704,544 

145,734 

137,846 

54,795 

5,539,813 

1862. . . 

2,173,537 

2,606,716 

117,714 

133,601 

80,596 

5,112,164 

1863. 

1,926,886 

2,960,633 

99,228 

117,290 

51,019 

5,155,056 

1864. .. 

1,486,749 

3,245,265 

95,145 

103,742 

55,499 

4,986,400 

1865. . . 

1,518,350 

3,381,522 

90,516 

65,185 

41,209 

5,096,782 

1866... 

1,387,756 

2,719,621 

105,170 

51,642 

46,589 

4,310,778 

1867.. . 

1,515,648 

2,660,390 

52,384 

44,567 

31,498 

4,304,487 

1868. . . 

1,494,389 

2,702,140 

71,343 

83,887 

4,351,759 

1869... 

1,496,220 

2,515,515 

70,202 

62,704 

4,144,641 

1870. .. 

1,448,846 

2,638,247 

67,954 

91,460 

4,246,507 

1871... 

1,363,652 

2,764,600 

61,490 

92,865 

4,282,607 

1872.. . 

1,359,040 

2,929,552 

51,608 

97,547 

4,437,747 

1873. . . 

1,378,533 

3,163,220 

44,755 

109,519 

4,696,027 

1874. . . 

1,389,815 

3,293,439 

39,108 

78,290 

4,800,652 

1875. . . 

1,515,598 

3,219,698 

38,229 

80,207 

4,853,732 

1876. . . 

1,553,705 

2,598,835 

39,116 

87,802 

4,279,458 

1877. . . 

1,570,600 

2,540,322 

40,593 

91,085 

4,242,600 

1878.. . 

1,589,348 

2,497,170 

39,700 

86,547 

4,212,765 

1879... 

1,451,505 

2,598,183 

40,028 

79,885 

4,169,601 

1880.. . 

1,314,402 

2,637,686 

38,408 

77,538 

4,068,034 

1881. . . 

1,297,035 

2,646,011 

38,551 

76,137 

4,057,734 

1882. . . 

1,259,492 

2,795,776 

32,802 

77,863 

4,165,933 

1883... 

1,269,681 

2,838,354 

32,414 

95,038 



4,235,487 

B 1” — Statement  of  the  Number,  Tonnage  and  Description  of  New  Vessels  built  in  the  United  King- 
dom, and  Registered  therein  during  the  years  from  1879  to  1883,  both  inclusive,  as  prepared 
from  information  by  the  Register  General  of  Shipping,  England. 


47 


APPENDIX  “Bl.” 


GO 

00 

CO 

CO 

05 

1- 

CO 

CO 

O 

05 

CO 

co 

rP 

pq 

CO 

lO 

!>. 

00 

05 

05 

so 

so 

r— l 

wo' 

OC 

OO" 

n: 

rH 

m 

aT 

CM 

HH 

HH 

CM 

CM 

i>- 

>■ 

o 

vT5 

VO 

t>- 

05 

CO 

1^ 

o 

H 

rH 

co" 

«=d 

1 

t-H 

H4 

00 

CM 

CM 

F-h 

o 

CM 

oc 

r- 

00 

00 

co" 

VO 

1- 

00 

05 

O 

GO 

vf5 

oc 

VO 

CO 

CO 

VO 

CM 

CO 

c c 

CO 

CO 

HH 

CM 

CO 

05 

05 

rp 

HP 

So 

CM 

co 

00^ 

»o 

CM 

05^ 

CO 

rp^ 

05_ 

r— 1 

o 

vcT 

05 

©" 

00" 

05" 

oo" 

VO" 

CM 

pH 

w 

VO 

!>. 

00 

VO 

CO 

00 

GO 

CO 

00 

rP 

I>- 

o 

rp 

HH 

co 

1- 

rH 

00 

rH 

1>-^ 

H 

o 

H 

co" 

H 

r— 1 

O 

00 

CO 

VO 

CM 

rH 

i>- 

O 

i 

CM 

CM 

CO 

o 

rH 

r— 1 

HH 

CO 

!>• 

rH 

i>- 

00 

CO 

rH 

HH 

CO 

-P 

CO 

VO 

CO 

co 

CO 

co" 

J-H 

00 

05 

05 

05 

GO 

HR 

CO 

rH 

rH 

CO 

o 

05 

t- 

VO 

vO 

HH 

00 

co 

yo 

vO 

CO 

bC 

rp 

00 

i — ^ 

© 

H^ 

lq 

CO 

vO„ 

-P_ 

ft 

QQ 

CO 

pH 

OC 

rH 

co" 

pH 

co" 

rH 

co" 

cm" 

§ 

§ 

H 

CO 

rH 

rH 

1 — 1 

rH 

O 

rH 

is 

VO 

05 

o 

CO 

o 

05 

o 

CO 

o 

05 

1 - 

5® 

CO 

CM 

1^ 

CO 

VO 

CO 

HH 

CO 

CM 

pH 

CM 

CM 

<M 

CM 

(N 

rH 

05 

O 

05 

»o 

CO 

O 

o 

CM 

CM 

00 

00 

<£* 

CO 

CO 

00 

rH 

o 

vO 

HH 

vO 

05 

05 

o 

2 

bi) 

CO 

CO 

O 

VO 

CO 

r- 

00 

CM^ 

CO 

rH 

CO 

hh" 

i>.~ 

o' 

cT 

oo" 

of 

cm" 

cm" 

H^ 

o' 

CO 

CO 

rp 

H* 

05 

CO 

rH 

HH 

rH 

co 

O 

O 

HH 

H< 

VO 

CO 

rH 

r- 

pH 

CM 

• ^ 

£ 

H 

CO 

1 

oc 

o 

CM 

05 

rH 

O 

CO 

CO 

00 

CM 

05 

o 

H 

CO 

co 

CO 

rH 

vO 

HP 

00 

rP 

1^) 

£5 

CO 

CO 

^P 

VO 

cm" 

o 

CO 

rH 

CO 

1^ 

05 

00 

CM 

CO 

05 

1 

© 

o 

05 

CO 

CO 

HP 

1- 

vO 

05 

CO 

& 

CO 

HH 

CO 

CO 

rH 

rP 

HP 

vq^ 

; — i 

CO 

ft 

ft 

rp" 

rH 

CD 

rH 

go' 

cd* 

vo" 

cm" 

rH 

Hp" 

05" 

a 

rH 

CO 

co 

rH 

rH 

-P 

i — 1 

O 

ft 

H 

H 

rH 

rH 

rp 

GO 

o 

00 

rH 

CO 

hh 

HH 

co 

VO 

00 

CM 

rH 

CM 

CM 

CO 

CO 

05 

r— i 

vf5 

CM 

CO 

cc 

LU 

>• 

g 

g 

p; 

g 

g 

LU 

> 

c6 

, 

cd 

j 

5 

, , 

3 

, 

c8 

i 

u- 

Cl 

c 

<x> 

<X> 

o> 

-H5 

c<3 

H3 

c3 

-+3 

c3 

c3 

•+J 

c3 

lZ. 

X 

x 

X 

x 

x 

x 

x 

x 

X 

X 

CO 

— J 

h* 

ft 

05 

o 

r-, 

CM 

CO 

CD 

<5 

1>- 

00 

GO 

00 

00 

Q 

ft 

00 

00 

GO 

00 

00 

Z 

kH 

1— 1 

rH 

rH 

rH 

1 — 1 

CC 

0 

B — Statement  of  the  Number,  Tonnage  and  Description  of  Vessels  registered  in  the  United  King- 
don  which  were  returned  as  Lost,  Broken  Up,  etc.,  during  the  years  from  1879  to  1883. 


48 


APPENDIX  “ B 2. ’ 


CO 

00 

VO 

>0 

l-H 

VO 

00 

CM 

O 

rH 

(» 

rH 

l-H 

JCt. 

05 

o" 

J>T 

rH 

CO 

co" 

i-H 

CO 

VO 

05 

CO 

CO 

CO 

CO 

CO 

a 


CM 

r- 

r— ^ 

CD 

05 

b- 

o 

CO 

CO 

CO 

05 

o 

O 

05 

05 

vo 

rH 

05 

rH  i 


VO  CO  VO  00^  CD  vO_  CM^  r^  rH 

o'  05  ]>•  05"  pH  CM"  CO  © oT  H' 

CO  00  H h H CD  r-i  05  O 

r— 1 rH  rH  CM  pH  CM  rH  (M  r— I r— I 


05 

J>- 

r- 


CO  CM 
rH  i— H 
DH 
i— T 05 

i>-  i>- 

CO"  r-T 


HHNO00W(M^N(M 

vO(NCCiN'ON(X)HC5^ 

HOOHOOHOOHOOhN 


05 

rH 


CM  >C 

j>-  -h 
oo  05 
co  rH 


NH^H^DCDroiOW 

^OOHIOONHOOM 

HOOOCMNOiOlNQffq 


CO  CD 
HH 


00  CM  rH  CO  © 
CD  CD  ^H 


CD  CO 
CD  CM 

"H^  7— l 

cm"  pfT 

o o 

rH  00 


ONCNNOOh^O 
CMCDCMpHi-hCMCMCD 
J>-  00  00  1^ 


CO 

CD 

O 

co" 


rH  CO 

CD  CD 
CM^O 

i— r co" 


COCMOO'OOCDCOCOOi— I 
LO  N N ^ N CO  ^ ‘O  D D 
CO  CD  I>-  CD^  CO  OiNH  D 

™ jb-T  cm"  »o"  oo"  oo"  co  o"  cd"  co"  rfT 


J>- 

00 


05 


00  i— i 

o b- 

rH  00 

O 1-H 
CD  i>. 
CM  05 

co" 


r- 

co 

CM 

oo" 

00 

CM^ 

cm" 


HH>OCOC5(NOO'ONCD 
CO  lO  H lO  CO  >0  ‘O  ^ N »c 


O' 

00 

o 


o 0 

ig  00 

CM 


05 

b- 

co 

cm"  I 


CD 

CO 

\o 


00 

rH 

co" 


05  00 

CD  rH 
WH 

C5  co" 
o 

rH 


VO 

CM„ 

cd" 

o 

rH 


rH  rH 

CM 

CM  CM 

O 

vO 

VO 

CM 

CM 

£ • Q 

c3  i — i d3  , — i c3  i — i c3  i — i c3  h 

Q)  .1—1  <D  .rH  Q)  ".-I  (U  • rl  .1-1 

~n>  ci  -t-3  c3  o3  -u  c$  h>  cC5 

mmmmmuimmmui 


05 

o 

rH 

CM 

CO 

00 

00 

00 

00 

•oo 

00 

00 

00 

00 

CO 

p 

Hi 

o 

H 

' Q 

£ 

P6 

o 


Q 

t* 

o 
H g 
8 
P w 
PQ  A 

CO  CO 
1-1  *3 
w w 

CO  CO 
CO  CO 

&3  w 

►>  K> 


B 3 — Statement  showing  the  Number  and  Gross  Tonnage  of  Vessels  classed  in  Lloyds  Register  of 
Shipping,  1884-5. 


49 


APPENDIX  “B3.” 


© 

SP 

S 

a 

o 

H 

o> 

SP 

Sh 

<X> 


© 

a? 

co 

a» 

t> 

Xl 

o 

C3 

© 

«+H 

O 


Total. 

i— i 

00 

586 

928 

_5 

CO 

o 

o 

05 

00 

Hh 

&= 

CM 

H-i 

o 

»o 

r* 

CM 

— 

CO 

00 

cS 

CZ2 

r— 1 

i- 

i^ 

• 

r-H 

1 

CO 

GO 

o 

1 

CO 

00 

00 

CM 

ir 

cq 

* 

i— 1 

rH 

00 

CM 

GO 

O0 

w 

rp 

CM 

O 

CM 

o 

o 

r-H 

cq 

00 

<1 

00 

o' 

co 

05" 

HH 

CM 

H* 

rH 

£ 

<M 

00 

«q 

o 

H 

05 

cm" 

cm" 

rH 

CO 

O 

CO 

• 

CO 

<M 

CO 

xO 

£ 

CO 

J> 

o 

rH 

r-H 

co" 

xo" 

rH 

rH 

w 

05 

CO 

r- 

CM 

o 

i— i 

xO 

CO 

rH 

<3 

CO 

O 

rH 

00 

id 

ZD 

1 id 

CM 

CO 

CO 

O 

CM 

00 

XO 

H 

r-H 

1 

1 cm" 

rH 

CO 

00 

XO 

o 

CO 

CO 

HH 

H* 

fc 

<o 

H* 

O^ 

O 

xo" 

i— i 

1 

id 

H 

05 

o 

CO 

O 

00 

CO 

G5 

<5 

cq 

O^ 

o 

CM 

xo" 

cm" 

cm" 

1 

o" 

CM 

rH 

O 

i— i 

05 

C_l 

i-H 

rH 

1 

• 1 

XO 

00 

CO 

05 

o 

CO 

o 

o 

i>» 

£ 

xo^ 

1— 1 

l>- 

H 

1 

i — i 

w 

xo 

rH 

CO 

o 

r-H 

CO 

CM 

<1 

i^ 

*0 

i- 

fc 

rjT 

00~ 

oo" 

rH*' 

fc 

CM 

O 

GO 

o 

<D 

rH 

cq 

o 

H 

Co" 

rH 

oo" 

1 

O 

rH 

CM 

CO 

o 

o 

CO 

CO 

ir 

CM 

cq 

cq 

rH 

co" 

H 

O 

E— 1 


E 

o 

CO 


©' 

© 

02 

■73 

o 

o3 

Cj 

O 

H 


© 

CO 

CO 

(X) 

> 

bo 

a 


c3 

02 


© 

<x> 

02 

ro 

o 

a3 

fl 

o 


© 

g 

a3 

© 

-4-3 

02 


W . 
co  H 

H 

s d 


i-3 

< H 

S d 

O £> 

gw 

o 


§s 

w t: 

PCj  tO 

opq 

Ph 


CO 

<1 

H 

O 

H 


■Exhibit  of  the  World’s  Tonnage — ^Sailing  Vessels  of  50  Tons  and  Over. 


50 


APPENDIX  “C.” 


Net  Tonnage. 

13,739,970 

5,319,872 

2,054,685 

1,381,203 

933,387 

924,951 

477,072 

474,370 

13,647,877 

5,271,160 

2,099,218 

1,366,941 

915,049 

894,558 

468,272 

452,316 

13,010,879 

4,752,059 

2,161,490 

1,415,795 

890,422 

864,661 

467,740 

431,495 

l>ini>03  p- irfllOCO 

pHIOpHCOpHpH— 'pH 

■^p#p#coi>HC5m 

co  co  m ph  t>  m in  co 

OI'hOQOHCOCO 

co  oo  p#  >n  co  n co  ^ 

6 

£ 

pH  OO'hOO  oh  m 

O 00^03  0^0  CD  ^ pH_ 

Ip  CO^CO  OOp#hK 

oo"  oo"  co"  ph"  of  co"  <n"  of 

Tfl  I— ( 

00  ppf  © ph"  CO"  of  of  of 
pH  —• 

pH  lO  CD"  pH  CO  of  of  of 

pH  pH 

EH 

< 

o 

£ 


X) 


1.1 


a 

c3  a 

g'Sb 


o 

o bio  2 ' — > — 

.uciSoicdri^ 


3 o3  ee  rG 


M 

Of) 

(X) 


© bo 


© c3  es 

M a 


ioSb'csSsS 
H W <£mO0h^ 


(X) 

(X)  t5 


{>-§.2  g>, 

.2  S S J 
^3  fl  CO! 


; a « a 

! *h  “ (D 
i a)  D 


!OCO»O«i^tH0O 
OINTtiINffiOOOOJ 
O'— itDCOl>.C5lO© 

copsfpfofpdftfofwf 

OOO^OOOINIXN 

■I  >n  o w os  os  io 


HffllQHffllNMtO 

co  co  (M  in  oo  m in 
oo^<co  Ot- 00  !>■  00^  03^ 
of  csf  ac  —T  co*'  co"  <-T to 
i>-  oo  -rj<  tp  io  p-h  cm 
00^000050510^ 


m h i>  05  co  co  ph  n3 
rH  m oo  co  05 o 

05^  C»  ©^  <N  CO  UO  H CO 

<-T  mT  mT  to  mf  © tF  o' 
h co  m © ^ co  h n 
05  pfl  O CO  05  05  ICO  pH 


pH  !>•  W CO  CD  05  tH  03 
oiiOHNinm'Hin 
OC0  05H05HC5  00 


^Noooeoonun 

ooioioo'hcoi>n 

in  CO  05  rH  rH  05  00 


co  w 00  H co  oo  co 

COO^NhhNh 

©pH©— '©©©ph 


a 

a 

Sb 

o 03 
£ c3 

OJboS 


|*C 


OJU  r* 

_ A 5 o ce 

Eh 


SO  • pH 

<3  m 

u § w 
© S 0 
OfepH 


K*  *H  f-> 
05  bD  g 


bO  03  J - 03 
© 2 3 o.2 

£ ejs  S I 

o 


s « 

O two  C3 

&3-C  g s 

o'bfiS  g g 

hh<31z:o 


C3  42 

3 9 


C3  “ 

g § 


^ Compiled  from  the  “ Repertoire  Generale  ” for  1884,  by  I.  E.  Thayer,  Surveyor  of  the  French  Veritas  at  San  Francisco. 


Exhibit  of  the  World’s  Tonnage — *Steam  Vessels  of  100  Tons  and  Over. 


51 


APPENDIX  “D.” 


w 

t-K 

05 

04 

OO 

4© 

04 

05 

CD 

05 

CD 

04 

CO 

!>. 

OO 

CO 

05 

I© 

© 

CO 

1© 

°i 

OO 

CO 

o 

o 

04" 

00 

tF 

05" 

_4 

CD 

04" 

E-j 

5© 

04 

CD 

o 

CD 

o 

I- 

co 

I" 

l© 

rjC 

T* 

05 

CD 

CD 

04 

6 

3? 

o 

DO 

GO 

DO 

05" 

!>. 

t* 

T* 

rfH 

05 

00 

04 

O 

T* 

O 

05 

DO 

O 

Tt< 

I© 

04 

04 

CD 

6 

CO 

l© 

CO 

CO 

CD 

rJH 

Th 

TjT 

rtT 

r^1 

05 

CO 

04 

GO 

DO 

CO 

TJ4 

I- 

l© 

£» 

O 

CD 

© 

CO 

Til 

00 

04 

TT 

l>» 

04„ 

CO 

r~ 1 

4©* 

r-4 

04" 

05" 

04" 

tF 

"tjT 

1© 

-f 

!>• 

05 

04 

i- 

tJI 

co 

CO 

04 

00 

CO 

CO 

o 

4©" 

CO 

CD 

04  O 
GO  CO 

to  04^ 

I-  DO 

!>• 

CO  CD 
C©" 


O 

4© 

00 

04 

OO 

o 

04 

T* 

CD 

CD 

04„ 

4© 

CO 

T* 

CO 

dT 

o" 

05" 

05" 

05 

co 

4© 

CO 

o 

DO 

4© 

4© 

C4 

CD 

© 

O CO  CO 

05  05  00 

O 'Cl  T# 


O CO 
1©  CO 
CO  Ttl 


60 

G 


g a 


<1  pG 


.3  o 

1*  g 

G g 
W PG 


•a  £ 


C 


4© 

00 

04 

CO 

05 

04 

r^» 

04 

. CO 

CD 

04 

o 

r- 

05 

t- 

04 

CD 

00 

co 

00 

04 

4© 

* 4© 

05 

co 

CD 

DO 

4© 

05 

4© 

oo 

CD 

05^ 

I' 

CO 

I>- 

T* 

CD 

4©" 

o" 

co" 

rF 

,_r 

CO 

oj" 

P'T 

CO 

,—T 

co" 

co 

04" 

t(h" 

4© 

CD 

CO 

00 

04 

r^ 

oo 

1^ 

© 

o 

CO 

o 

o 

CO 

DO 

CO 

04 

© 

i'- 

CO 

04 

04 

TH 

1— 1 

CO 

04 

04" 

of 

T^" 

co" 

CO  CD 
04  CD 
0O  CD 


04 

05 

04 

Tf 

1^ 

05 

Tfl 

O 

4© 

4© 

04 

04 

CO 

oo  vo  r- 

rfl  CO  t— 

lO  CO  IM 


—I  T* 

CD  O I© 
CO  CO  00 


<m  ; 

2 

G 

G 

M 

ID 

ei 

o 

^0 

§ 

O 

£ 

Tb 

'G 

© 

£ 

G 

© 

G 

G 

© 

© 

p*q 

< 

Pg 

O 

H 

►G  © 
•2  ‘g 

§>  I 

W <1 


<D  G 
G © 

PG  O 


}c  Compiled  from  the  “ Repertoire  Generale  ” for  1SS4,  by  I.  E.  Thayer,  Surveyor  of  the  French  Veritas,  at  San  Francisco. 


” — ARRIVALS — From  Foreign  Ports  at  “E” — DEPARTURES — For  Foreign  Ports  from 

San  Francisco,  1868  and  1883.  San  Francisco,  1868  and  1883. 


52 


APPENDIX  “E.” 


(t^os^OTHaoososoooo 


GO  00  <N 

O (N  • M.  w w _ . . 

NCOOr- 1 O — < OS  00  GO  OS  t— < 00  OS  00 

co"  ao“  cf cf o' cf ©"  to  o' os" 10" ©" ©" r-T of  © 

(NtOTf^O(NO(NOOOnOK5N(MT)( 
i®x®TfTt<iO©©ir-~r^©t'-i^j>.©1— ICO 


NMOOHOOMMCDONIOHINO) 

MOOHCOOiTf^OOQOOOiOfflHlNlO 

loioio-^toooooioooocscsr'* 


COHOSO^OOlOtDHHOINHNlOO 
COOHOHNH0505MNtO(NI>CON 
^ONO^hhioOOOJOMhoOIN 
ao  go"  tjT  co  o tjT  co  o'  tH"  o'  t*T  of  of  ©"  TjH"  t-T 

HTjUOIXlO^HO’"'  ‘ 

HrH(N(N(NW(NCOI 


GO  <N 

o 

o 

© a> 

© 

iOtjT 

of 

© 

tH 

MOMNM^tOlOQOQOOOOTHOOO  o 
OS  CO  O O co  — I OS  O GO  O 00  <N  r-~  GO  o o 
ri(MHH(Mn(N(N(N(M(N(N(NitTHCO  •'* 


0£^CC>— iC5©THlOlOWOONCOrHWM 
^■^00(N^»0(O^COIOO«C1-I^ 
<N^CC  00  -h  (N^CS  O^CO  H(M©Or-(©  ,— < no 

id'cfTjfo'Tt'"'-r)fco'o'^4'co'o'f-H'i— r»— Tgo'oT 
NOC10Hf>03^ini>COHNOO(N 
rfi'+COCO'^COCC'^T^rtHTtHOThiOiO^ 


«0 


OOOOh(NM^UOONOOC3  0hNCO 
OOI^I^I>l>l>NNt^l>l>OOOOQOCO 
CO  GO  GO  GO  GO  00  00  00  GO  OO  GO  GO  OO  00  00  GO 


T)i|>(N(NOO(NMCJ'HOO(NCOripHiCM  CO  22 

■^USCIOlOtOCOiO  !>•  1>*  03  N (N  r)t  CO  O l>- 
COCOCOCOCOCOCOCOCOCOCO'^^^^-^  OS  - 


QOOO-HWM^IOONOOOSOHINM  © 
OONI>l>t^NI>t'NNf'OOQOOOCO  H 
GO  GO  GO  00  00  00  00  00  GO  GO  GO  GO  GO  OO  00  GO 


•s^joj  oi^souioq  sjassaA  uSiaao^ 


•J 

s 

H 

CD 

C3 

H 

| GOCOrf<CO''^'^Tt<Tt<©COOS©©OOCOCO 
(NCOO^N05r-i©OlO-HNGOlOCO^ 

os^oo  oooniNH^^coosortCioiG 
1(5  0®  Ttf  Otf  C®"  o' Tjf  i-T !>."©"  O0~  o'  o'  of 
^H^bcnooowoHoiNoooin 

] ^^COtOTtUGOONONONClOOO 

o 

GO 

CO 

00 

as 

IN 

© 

No. 

(NOOOOM^roWHMCJOHDSHO 

t>oo5cocoooio(Nm<Nioaiocoooos 

^Tf^iUOiOOiGOiOOiGOOOOON 

1 9,651 

FOREIGN. 

Tons. 

OOWQH(NCOCO-H(NCSI>OOt'HCOI> 
MiOHfflMOOiSHiiOONOHH 
lOOHHCJOOO^QOOHHONtO 
cf  O"  o'  00"  CO  of  of  O © O I>T  Tlf  h go"  GO  1>T 
0^(N^©0«NIOIO-|'#HOWN 
rtrtHrti-i(N«(NCO(NCO(MCOOO^ 

OS 

GO 

O 

Tjf 

No. 

OOWl>COTjHQOr-i(^oosi>iOOO'-HO 

C5COC5l>^-n^(N'^COrHNlOOOS 
^<N>— <-h<NCOCO<NCO<N<N<N<NtH©CO 

| 4,639  | 

& 

<s5 

o 

s 

a 

< 

Tons. 

OOONcqHOMrf  ^NNQONWO 
CiOOTMO^INOMOOiOOioaoW 
co  os  ©^©N^oioaoiooLono 

© o'  o"  © Tjf  cf  r-f  CO  .— " cf  go"  rf<"  o'  o'  >-f  © 
COt>lOlOCO®lOCONlO®(NHrt(^N 
CO<N<N<NCO<NCOCOCOCOCO''*'«*Tt<-'*CO 

1 

5,610,472  | 

No. 

COCONCCOO- i(N®N^COO>OOr)( 
NMCOiO®NWa)Ot^®NNI>00® 
<N<M04<N<N<NCO<NCO<MCOCOCOCOCOCO 

<N 

© 

©" 



. . -4^ 

ooc!OrtciccT)uo®N®050-H^(ro  ® 
OOt^t^NNNNNNNI'OOOOtecO  H 

ooooQOGOoooooooocoooaooooooooooo 

Compiled  by  J.  A.  Coolidge. 


53 


APPENDIX  “F.” 

(Proposed  by  the  Board  of  Trade  of  San  Francisco  to  the  47th  Congress.) 

AN  ACT 

To  encourage  Ship-building  for  the  Foreign  Trade. 

Be  it  enacted  by  the.  Senate  and  House  of  Representatives  of 
the  United  States  of  America  in  Congress  assembled. 

1.  The  original  owner  or  owners  of  any  steamer,  ship,  or 
vessel  hereafter  constructed  or  completed  in  the  United  States, 
and  intended  for  foreign  trade,  or  for  the  coasting  trade  be- 
tween ports  on  the  Atlantic  and  ports  on  the  Pacific,  which 
ship  or  vessel  shall  be  constructed,  equipped,  or  rigged,  in 
whole  or  in  part,  of  rftaterial  which  is  the  product  of  the 
United  States,  and  the  like  material,  when  the  product  of  a 
foreign  country,  is  subject  to  an  import  duty,  said  owner  or 
owners  .shall  be  entitled  to  receive  and  collect  from  the  United 
States  a sum  equal  in  amount  to  the  import  duty  which  would 
have  been  collected  by  the  United  States  upon  the  importa- 
tion of  foreign  material  of  like  description  and  of  equal 
quality  with  the  American  material  used  in  the  construction, 
equipment,  or  rigging  of  such  steamer,  ship,  or  vessel. 

2.  Such  sums  shall  be  paid  in  the  same  manner  and  from 
the  same  funds  as  drawbacks  on  customs  duties,  and  under 
such  regulations  as  may  be  adopted  from  time  to  time  by  the 
Secretary  of  the  Treasury,  and  shall  be  adjusted  and  the 
amount  thereof  determined  prior  to  the  registry  of  such  ship 
or  vessel. 

3.  The  certificate  of  registry  of  every  such  ship  or  vessel 
shall  be  entitled  “ Certificate  of  Registry  under  an  Act  to 
encourage  ship-building  in  the  foreign  trade,”  and  shall  con- 
tain a prohibition  of  such  ship  or  vessel  engaging  in  the  coast- 
ing trade  except  between  ports  on  the  Atlantic  and  ports  on 
the  Pacific.  Every  such  certificate  shall  have  indorsed  upon 
it  the  amount  paid,  or  adjusted  to  be  paid  to  the  owner,  under 
this  Act.  Every  renewal  of  the  registry  shall  be  in  like  form. 
Should  any  vessel  so  registered  be  about  to  engage  in  the 


54 


APPENDIX  “ F Continued. 

coasting  trade,  other  than  that  between  ports  on  the  Atlantic 
and  ports  on  the  Pacific,  the  owners  must  first  surrender  such 
certificate  of  registry,  repay  to  the  Collector  of  Customs  to 
whom  the  certificate  is  surrendered  the  sum  indorsed  thereon, 
and  take  out  a new  certificate  of  registry  or  of  enrollment  in 
ordinary  form. 

Should  any  ship  or  vessel,  registered  as  hereinbefore  pro- 
vided, engage  in  the  coasting  trade  other  than  that  between 
ports  on  the  Atlantic  and  ports  on  the  Pacific,  without  surren- 
der of  such  certificate,  as  hereinbefore  provided,  or  without 
repayment  of  the  amount  indorsed  thereon,  or  without  taking 
out  a new  certificate  of  registry  or  enrollment  in  ordinary 
form,  she  shall  be  subject  to  a fine#of  double  the  amount 
indorsed  on  such  original  certificate  of  registry ; which  fine 
shall  be  a lien  on  said  ship  or  vessel,  and  shall  be  ascertained 
and  collected  at  suit  of  the  United  States  in  rem  in  admiralty, 
against  such  ship  or  vessel,  in  the  District  Court  of  the  United 
States  for  the  proper  district.  Such  suit  to  be  governed  by 
the  laws,  rules,  and  regulations  pertaining  to  other  suits  in 
admiralty. 

4.  All  laws  and  parts  of  laws  in  conflict  with  this  Act  are 
hereby  repealed. 


APPENDIX  “G.” 

(Proposed  by  the  Board  of  Trade  of  San  Francisco  to  the  47th  Congress.) 

AN  ACT 

To  promote  the  building  of  American  Iron  and  Steel 
Steamers. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  in 
Congress  assembled. 

1.  The  Post-Master  General  is  hereby  authorized  and  em- 
powered to  enter  into  contracts,  not  to  exceed  ten  years  dura- 
tion, with  the  owners  of  American  iron  and  steel  steamers,  for 
the  carrying  of  the  mails  between  ports  in  the  United  States 


55 


APPENDIX  “ G ” — Continued. 

and  such  ports  in  foreign  countries  (the  Province  of  Canada 
excepted)  as  he  shall  deem  most  expedient  for  .the  public 
service. 

2.  The  total  amount  of  obligations  under  such  contracts 
shall  not  exceed  five  million  dollars  for  any  one  year. 

3.  Before  making  any  contract  for  carrying  ocean  mails,  in 
accordance  with  this  Act,  the  Post-Master  General  shall  give 
public  notice  by  advertising  once  a week  for  six  months,  in  not 
exceeding  two  daily  papers  having  the  largest  circulation  in 
each  of  the  cities  of  Boston,  New  York,  Philadelphia,  Balti- 
more, New  Orleans,  and  St.  Louis,  and  if  the  proposed  service 
is  to  be  on  the  Pacific  Ocean,  then  the  advertisement  shall  also 
be  published  in  San  Francisco.  Such  notice  shall  describe  the 
route,  the  time  when  such  contract  wdll  be  let,  the  duration  of 
the  proposed  contract,  the  size  of  steamers  to  be  used,  the 
number  of  trips  per  year,  the  times  of  sailing,  and  the  time 
when  the  service  shall  commence,  which  shall  not  be  more 
than  two  years  after  the  contract  shall  be  let.  All  details  of 
the  mode  of  advertising  and  letting  such  contracts  shall  be 
conducted  in  the  manner  prescribed  in  Chapter  VIII.  of  Title 
XL VI.  of  the  Revised  Statutes,  for  the  letting  of  inland  mail 
contracts,  so  far  as  the  same  shall  be  applicable  to  the  ocean 
mail  service. 

4.  In  every  contract  let  under  this  Act,  it  shall  be  ex- 
pressly stipulated,  covenanted,  warranted  and  agreed  on  the 
part  of  the  parties  contracting  with  the  United  States : 

First.  That  the  postal  service  shall  be  performed  wholly  by 
steamers  built  after  the  passage  of  this  Act  in  the  United 
• States,  of  iron  or  steel  manufactured  in  the  United  States, 
and  as  far  as  practicable  that  all  other  material  required  in 
such  construction  shall  be  products  of  the  United  States. 

Second.  That  such  steamers  shall  be  wholly  owned  by  citi- 
zens or  corporations  of  the  United  States. 

Third.  That  the  steamers  shall  be  of  the.  burden  required 
by  the  Post-Master  General  in  his  advertisement  for  the  letting 
of  such  contract,  but  to  be  in  no  case  less  than  a gross  regis- 
tered tonnage  of  two  thousand  tons. 


56 


APPENDIX  “ G Continued. 

Fourth.  That  such  steamers  shall  have  a speed  capacity  at 
sea  of  not  less  than  fifteen  nautical  miles  per  hour  under 
steam,  without  the  assistance  of  sails. 

Fifth.  That  such  steamers  shall  be  constructed  on  models 
and  according  to  plans  and  specifications  approved  by  the  Sec- 
retary of  the  Navy  and  the  United  States  Inspector  of  hulls 
and  boilers  at  the  place  of  construction,  and  that  they  shall  be 
of  sufficient  strength  and  stability  to  carry  and  sustain  the 
working  and  operation  of  at  least  four  effective  rifled  cannon 
of  a caliber  of  not  less  than  six  inches,  and  shall  be  otherwise 
adapted  to  conversion  to  use  as  transports  or  cruisers. 

Sixth.  That  in  case  of  war  such  steamers  may  be  seized 
and  used  by  the  United  States  as  transports  or  cruisers,  upon 
payment  by  the  United  States  to  the  owners  of  the  fair  actual 
value  of  the  same  at  the  time  of  seizure,  such  value  to  be 
ascertained  under  such  rules  and  regulations  as  may  from  time 
to  time  be  adopted  by  the  Secretary  of  the  Navy,  and  to  be 
specified  in  each  contract. 


APPENDIX  “H.” 

(Proposed  by  the  Board  of  Trade  of  San  Francisco  to  the  47th  Congress.) 

AN  ACT 

To  establish  a Department  of  Commerce  and  Navigation, 
and  define  its  Powers  and  Duties. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  of 
the  United  States  of  America  in  Congress  assembled. 

1.  There  shall  be  at  the  seat  of  Government  a Depart- 
ment of  Commerce  and  Navigation,  the  general  design,  duties 
and  powers  of  which  shall  be  as  follows : 

a.  The  control  and  regulation  of  pilot  service  in  all  ports 
of  the  United  States,  the  establishment  of  fees  and  regulations 
therefor,  and  the  appointment  of  pilots  therefor,  exclusive  of 
all  State  laws  or  regulations. 

O 


57 


APPENDIX  “ H ’’—Continued. 

b.  The  control  and  regulation  of  the  examination,  licens- 
ing and  discipline  of  all  officers  of  merchant  vessels — whether 
steamers  or  sailing-vessels. 

c.  The  control  and  regulation  of  the  business  of  inspection 
of  hulls  and  boilers  of  steamers  and  the  appointment  of 
Steam  Inspectors. 

d.  The  appointment,  supervision  and  control  of  all  Ship- 
ping Commissioners. 

e.  The  enforcement  of  all  laws  relating  to  seamen. 

f.  The  general  supervision  of  the  maritime  interests  of  the 
nation  and  the  enforcement  of  all  laws  relating  thereto. 

2.  Such  Department  of  Commerce  shall  have  the  exclu- 
sive power  of  appointment  or  licensing : 

1st.  All  pilots. 

2d.  All  inspectors  of  hulls  and  boilers  of  steam  vessels. 

3d.  All  Shipping  Commissioners. 

All  such  officers  shall  be  appointed  to  hold  their  offices  at 
the  pleasure  of  the  Department  during  good  behavior. 

They,  or  any  of  them,  may  be  removed  by  the  Department 
at  any  time  for  cause,  but  the  Department  is  to  be  the  sole 
judge  of  the  expediency  or  necessity  of  such  removal. 

3.  It  shall  be  the  duty  of  the  Department : To  collect 
and  report  to  Congress,  from  time  to  time,  all  statistics  and 
information  attainable  pertaining  to  the  interests  of  the  com- 
merce of  the  United  States. 

To  report  to  Congress  a complete  and  harmonious  code  of 
laws  relating  to  merchant  shipping  and  seamen. 

From  time  to  time,  as  occasion  may  arise,  to  present  bills 
amendatory  to  or  supplementary  of  the  laws  relating  to  mer- 
chant shipping,  and  recommend  their  passage. 

At  the  request  of  the  President  and  Senate,  or  either,  to 
examine  any  commercial  treaty  already  existing,  or  proposed 
to  be  entered  into,  with  any  foreign  country,  and  report  to 
the  President  or  Senate,  or  both,  as  may  be  called  for,  the 
opinion  of  the  Department  as  to  the  operation  of  such  existing 
or  proposed  treaty  upon  the  commerce  and  commercial  inter- 


58 


APPENDIX  “ H Continued. 

ests  of  the  United  States,  and  to  suggest  such  amendments 
thereto  as  may  he  deemed  expedient. 

4.  The  Secretary  of  the  Treasury  for  the  time  being  shall 
be  ex  officio  a member  and  presiding  officer  of  the  Department 
of  Commerce. 

It  shall  consist  of  five  other  members,  to  be  appointed  by 
the  President  with  the  approval  of  the  Senate,  who  shall  hold 
their  offices  during  good  behavior. 

As  nearly  as  possible,  said  five  members  shall  be  appointed 
from  the  following  classes : 

One  member  to  be  a skilled  admiralty  and  maritime  lawyer. 

One  member  to  be  a merchant. 

One  member  to  be  a ship-builder. 

One  member  to  be  a skilled  engineer. 

One  member  to  be  a skilled  navigator. 

Each  of  said  five  members  shall  receive  a salary  of  $5,000  a 
year. 

5.  The  Department  of  Commerce  may  make  all  the  rules 
necessary  for  the  transaction  of  its  business,  and  for  the  con- 
trol, supervision,  and  discipline  of  all  subordinate  officers  by  it 
appointed,  and  may  make  all  rules  and  regulations  necessary 
to  carry  into  effect  any  law  of  the  United  States  relating  to 
merchant  shipping  or  seamen,  except  such  acts  as  relate  to 
the  revenue. 

6.  Said  Department  of  Commerce  may  appoint  one  chief 
clerk,  at  a salary  of  two  thousand  two  hundred  dollars  a 
year; 

One  assistant  clerk  at  a salary  of  fifteen  hundred  dollars  a 
year; 

Such  temporary  clerks  as  may  from  time  to  time  be  needed, 
but  the  allowance  for  such  temporary  clerks  shall  in  no  one 
year  exceed  one  thousand  dollars. 

7.  The  Superintendent  of  the  Treasury  building  shall, 
from  time  to  time,  provide  such  rooms  as  may  be  suitable  and 
necessary  for  the  Department  of  Commerce  in  some  building 
in  the  vicinity  of  the  Treasury  building. 


59 


APPENDIX  “ H Continued. 

8.  The  Secretary  of  the  Treasury  shall  design  and  estab- 
lish a seal  for  the  Department  of  Commerce. 

9.  All  Consular  officers,  all  officers  of  customs,  and  all  ship- 
ping masters,  pilots  and  inspectors  shall  make  and  send  to  the 
Department  of  Commerce  such  returns  or  reports  on  any  mat- 
ter relating  to  American  merchant  shipping  or  seamen  as  such 
Department  shall  require. 

10.  The  Department  of  Commerce  may,  from  time  to  time, 
whenever  it  deems  it  expedient  so  to  do,  appoint  any  compe- 
tent person  or  persons  as  Inspectors  to  supervise  pilots  and 
pilotage,  the  shipping  and  discharge  of  seamen,  the  examina- 
tion, licensing  and  discipline  of  officers  of  the  Merchant 
Marine,  the  inspection  of  steam  vessels  and  the  execution  of 
the  laws  of  the  United  States  relating  to  shipping,  and  to 
require  of  such  Inspectors  reports  upon  the  following  matters — 
that  is  to  say  ; 

(1.)  Upon  the  nature  and  causes  of  any  accident  or  dam- 
age which  any  ship,  vessel  or  steamer  has  sustained  or  caused, 
or  is  alleged  to  have  sustained  or  caused. 

(2.)  Whether  the  provisions  of  the  Acts  of  Congress  of  the 
United  States,  relative  to  American  merchant  shipping  or  sea- 
men, or  the  regulations  of  hulls  and  boilers,  or  pilotage,  or 
any  regulations  made  under  and  by  virtue  of  such  acts  have 
been  complied  with. 

(3.)  Whether  the  hull  and  machinery  of  any  steamship  are 
sufficient  and  in  good  condition. 

11.  Every  Inspector  shall  have  the  following  powers — that 
is  to  say : 

(1.)  He  may  go  on  board  any  ship,  vessel  or  steamer,  and 
may  inspect  the  same  or  any  part  thereof,  or  any  of  the 
machinery,  boats,  equipments  or  articles  on  board  thereof  to 
which  the  provisions  of  any  Act  of  Congress  apply,  not 
unnecessarily  detaining  or  delaying  her  from  proceeding  on 
any  voyage. 

(2.)  He  may  enter  and  inspect  any  premises,  the  entry  or 
inspection  of  which  appears  to  be  to  him  requisite  for  the  pur- 
poses of  the  report  which  he  is  directed  to  make. 


60 


APPENDIX  ‘ ‘ H ’’—Continued. 

(3.)  He  may  by  summons,  under  his  hand,  require  the  at- 
tendance of  all  such  persons  as  he  thinks  fit  to  call  before  him 
and  examine  for  such  purpose,  and  may  require  answers  or  re- 
turns to  any  inquiries  he  may  think  fit  to  make : 

(4.)  He  may  require  and  enforce  the  production  of  all 
books,  papers,  or  documents  which  he  considers  important  for 
such  purpose. 

(5.)  He  may  administer  oaths  or  affirmations  to  all  or  any 
persons  summoned  before  him  as  witnesses. 

12.  Any  person  who,  when  duly  summoned  before  such  In- 
spector, refuses  to  appear,  or  testify,-  or  to  produce  books,  pa- 
pers or  documents,  shall  be  deemed  guilty  of  a misdemeanor, 
and  shall  be  subject  to  a fine  of  not  less  than  ten  or  more  than 
five  hundred  dollars. 

13.  Any  person  who  willfully  impedes  any  such  Inspector 
in  the  discharge  of  his  duties,  whether  on  board  any  ship,  ves- 
sel or  steamer,  or  elsewhere,  shall  be  deemed  guilty  of  a mis- 
demeanor, and  shall  be  subject  to  a fine  of  not  less  than  ten 
or  more  than  one  thousand  dollars,  and  at  the  time  of  com- 
mitting the  offense  may  be  seized  and  detained  by  such  In- 
spector, or  by  any  person  or  persons  whom  he  may  call  to  his 
assistance,  until  such  offender  can  be  conveniently  taken  before 
some  committing  magistrate  having  proper  jurisdiction. 

14.  In  addition  to  the  jurisdiction  and  powers  hereby  ex- 
pressly conferred  on  the  Department  of  Commerce,  such  De- 
partment shall  have  all  the  jurisdiction  and  powers  heretofore 
vested  in  the  Board  of  Supervising  Inspectors. 

15.  Sections  4402,  4403, 4405,  of  the  Revised  Statutes,  are 
hereby  repealed. 

16.  All  reports  required  by  Title  LII.,  Chapter  1,  of  the  Re- 
vised Statutes,  to  be  made  to  the  Secretary  of  the  Treasury 
or  to  the  Board  of  Supervising  Inspectors,  shall  hereafter  be 
made  to  the  Department  of  Commerce,  and  all  appointments 
to  office  provided  for  in  said  Chapter  shall  hereafter  be  made 
by  the  Department  of  Commerce. 

17.  Section  4501  of  the  Revised  Statutes,  so  far  as  it  gives 
the  appointment  of  Shipping  Commissioners  to  Circuit  Courts, 


61 


APPENDIX  ‘ ‘ H Continued. 

is  hereby  repealed,  and  the  power  to  make  such  appointments 
is  hereafter  vested  in  the  Department  of  Commerce. 

18.  All  powers  and  jurisdiction  over  merchant  shipping 
and  seamen  (except  such  as  relate  to  the  revenue)  heretofore 
vested  in  the  Secretary  of  the  Treasury  shall  be  hereafter  ex- 
ercised through  the  Department  of  Commerce. 

19.  The  Bureau  of  Statistics  is  hereby  abolished,  and  the 
powers  and  duties  now  conferred  and  imposed  upon  such 
Bureau  shall  devolve  upon  the  Department  of  Commerce. 

20.  All  Acts  and  parts  of  Acts  in  conflict  with  this  Act  are 
hereby  repealed. 


62 


APPENDIX  “I.! 


t>JD 

.S 

^3 

d> 


c$  fl 
<D  O 

^*43 

^ S) 

f > 

OJO  c? 

.3  525 

^ § 
«i  8 
ai  g 

^ I 

hO 

X 

^ S3 

O o 

2 S 

fa  Oh 
0,2 
h p; 

^ go 

fa  ._• 

w £> 

* * 

£ 2 
o Pr 

Eh  5§ 
fa  ^ 
O CD" 

m.£ 

GO 

H 

O o 
ti 

£ *rH 
fc  na 
o -s 
H 2 


S co 
H oo 

H 00 

rH 

Ht3 

fa  ci 

o 

Eh  CO 

Sz;  oo 

fa  t-H 

S <D 

fa  c 
Eh  o 

CO 


£ 5 


OSCOCOOiiOOir^GO— lOOx^OOCO— lOOOi 
0(N05W-HiCL^t>05CSl>005COFHCO 

aooocoororoococoorTjHpHtototoooo 

OCO«(NO«(Nt-T)CCOMt'rH05C*3-H 
Th  COO  CO  to  0T  r-H  JC^  CO  CO  Tt<  lO  OT 

i-T  r-T  of  of  of  of  of  co  co" 


0Tt005C0'<*ll^C0C5C0®l0r^0rr^pHO 


COCOOOI'H-^ 

lO  ■— I OT  O — I 

COCOmh(M 


®tOOTXXXO5pH0r 
C5-H00O10C0  0JOH 

C5Xt'-»ioo5cotorfor 

O X OT  00  CO  CO  O CO 
rtc  r-H  CO  i>* 


OT  T*<  Tt<  Ot  pH  OT  • CO  CO  CO  f-H  CO  tO  CO  l>»  05 


Whole 

Tonnage. 

• 05  x x ph  or  to  x 

• iq  tJj  or  t*.  x or  co 

; CD  to  CO  05  © PH  CD 

. or  x cd  co  x co  x 

crotoxNoo^ 
cd  oq  t-*  or  ph  -rt  05  o 
to  rji  oi  rf  to  05  id  © 
co  to  x 05  t—  x co  05 

CO  or  pH  CD  X PH  X 

ph"  ph"  of  ph" 

No.  of 

Vessels. 

• co  x c-.or  or  t* 

lOH|>iO(MNOlO 

r-H  r-H 

Whole 

Tonnage. 

O^tOMNOtOMOpOQOOHOl 

ot^orcDpHrtiiocDoqortoTfiioxo 
rrfoTj5cocdx'o5tfo5Tj5c5tfcD05o6 
pHcococ5r-t^LotoorcoororpHC5t^ 
tOXHCOCOOtif55*«Orr)(OOOX 
pH  of  ph"  ph"  co"  co"  Tf  to"  of  ph"  or" 

No.  of 
Vessels. 

OHNtQtONrH^rHHHCOCOO^ 

COXt-^X'^pHlOT^Ort'^Orr^Xt-^r^X 
OCOOOHtNO^COHHOOHONM 
01^0^  00  tH  COX  t^L'-TfHt^OOO-^COCO 

of  t-f  »o"  i-T  -hT  co"  co  co"  r-T  ph"  co  co"x 


® fee 
O *8 

5 i 


CO  to  rtc 

or  r-i  or 
or-*  to 
of  S of  I 

SSS' 


O or 
• - to 
CO  00 


-+3  +3 

o o 
fa  fa 


lO  to 

— ! 05 
00  Ttt 

of  to" 

'S' S' 


co<* 
or  ic 

CO  C1 

fa  of 


I— lOOTtc-Hcr^l^-HHOiCO-HCOtOOrcOCC 

f-h  tq  oo  to  ^ or  to  cq  -h  or  i-H  oo  co  to  c 

or  05*  co'  CO  © h Tji  if  fa  CO  00  00  © OC 
oo  o o -p  co  oo  -h  co  or  «o  h to  or  c 
05i— icoor«5i>OiXcop- > x 05  co  x ■>* 

' ph"  co"  H ph"  rH  ph"  fa"  pH  rf  of  T*"  r-T  CO"  OT 


QOr-COOp-'«)COC5COH(/)H03NOH'HOOOri>UOrH 


o-HorcoHnocoNooooHorwTciocoNooaop<orco 

CD  CD  CD  CD  CD  CD  CD  CD  CD  CD  l"  t-»  I-*  I-*  t-»  I—*  t'*  t-*  t-»  t-»  00  00  OO  00 

xxxxxxxxxxxxxxxxxxxxxxxx 


/I 

I 

J 

i 


